Traffic analytics system for defining vehicle ways

ABSTRACT

Disclosed are systems and methods relating to determining geographic locations of vehicle ways which are employed by vehicles for movement and/or parking. A classifier may be defined for identifying portions of the vehicle ways via machine learning techniques and processing of historical telematic data.

RELATED APPLICATIONS

This Application is a Non-Provisional of and claims the benefit under 35U.S.C. 119(e) to U.S. Provisional Application Ser. No. 62/829,539, filedApr. 4, 2019, titled “INTELLIGENT TELEMATICS SYSTEM FOR PROVIDINGTRAFFIC METRICS”.

BACKGROUND

Traffic data collection and analysis are routinely conducted by roadagencies, for example, government organizations responsible for trafficmanagement, road maintenance and/or road network planning. Road agenciesmay obtain measurements of traffic metrics, (e.g., traffic performance),from traffic data, to understand current traffic conditions at a roadwaysection of interest, such as a portion of a road or a traffic junction—alocation where multiple roads intersect, allowing traffic to change fromone road to another (e.g., intersection, roundabout, interchange).Traffic metrics are generally used to ascertain an existing, or topredict a future, need of changes to roadway infrastructure and/ortraffic control equipment. Examples of traffic metrics include trafficvolume, average vehicle speed, vehicle delay, among others.

Modifications to a roadway network may result from traffic metricsrelated to traffic flow, driving behaviour, or another traffic/driverinformation. For example, to increase traffic flow at a heavilycongested roadway section an additional lane(s) may be added, to reducewait times at an intersection control signal timing may be modified, andto deter speeding on a portion of road a traffic calming device, (e.g.,a speed bump), may be installed.

Various data collection techniques are employed for collecting trafficdata. A first technique includes employment of manual counterspositioned near a roadway section of interest, (i.e., people observingtraffic, then measuring and manually recording vehicle movement.) Forinstance, to collect traffic data related to interruption of trafficflow at an intersection, a person/people may time the duration eachvehicle is stopped prior to entering the intersection. Such a method ismanually intensive and prone to human error.

Another technique for collecting traffic data includes use of sensingequipment. For example, movement sensors, (e.g., pneumatic tubes, videocameras), are temporarily and/or permanently installed near a roadwaysection of interest to sense vehicle movement and collect traffic data.This technique requires the purchase or rental, installation, andpotentially maintenance, of sensing equipment. Extracting traffic datafrom video footage necessitates image processing which is usuallycomplex and resource intensive.

Yet another technique for collecting traffic data includes use of a GPStracker device installed onboard a vehicle. Traffic data collected viathis technique is limited to the data collected by the particulardevices, thus multiple passes through a roadway section of interest areneeded to gather a sufficient amount of data for the data to bemeaningful. Once collected, data from the devices must be uploaded foranalysis/processing.

SUMMARY

According to another broad aspect there is a traffic analytics systemcomprising a processing resource, a first datastore and a networkinterface for communicatively coupling to a communication network, thetraffic analytics system configured for: defining a plurality of zonescorresponding to a plurality of sample vehicle ways, each of theplurality of zones comprising a plurality of first contiguous subzones,the plurality of first contiguous subzones for each of the plurality ofzones forming a plurality of second contiguous subzones, selectingvehicle data indicative of vehicle operating conditions of a pluralityof corresponding vehicles, generating a plurality of features for eachof the plurality of second contiguous subzones based on the vehicledata, generating training data for each of the plurality of secondcontiguous subzones comprising the plurality of features and defining aclassifier using at least one machine learning technique with thetraining data, the classifier for classifying a subzone as one of aportion of a vehicle way and not a portion of a vehicle way.

In an embodiment the vehicle data includes a subset of raw vehicle dataor a subset of raw vehicle data and data interpolated therefrom.

In an embodiment the traffic analytics system is configured forreceiving from a remote second datastore the subset of raw vehicle data,the second datastore communicatively coupled to the communicationnetwork.

In an embodiment the traffic analytics system is configured forcommunicating with a first data management system communicativelycoupled to the communication network for receiving the subset of rawvehicle data therefrom.

In an embodiment the first data management system is a managed clouddata warehouse for performing analytics on data stored therein.

In an embodiment the traffic analytics system comprises a second datamanagement system having the subset of raw vehicle data stored therein.In another embodiment the second data management system is a managedcloud data warehouse for performing analytics on data stored therein.

In an embodiment the traffic analytics system is configured for storingthe subset of raw vehicle data in the first datastore.

In an embodiment the classifier classifies a subzone of a type ofvehicle way indicative of one of the types of vehicle ways of theplurality of sample vehicle ways.

In an embodiment each zone of the plurality of zones defines an areaencompassing a corresponding sample vehicle way.

In an embodiment defining the plurality of zones, for at least one zone,comprises: obtaining geographic coordinate data indicating a location ofa reference point proximate the corresponding sample vehicle way,defining a reference area relative to the location of the referencepoint for encompassing the corresponding sample vehicle way andpartitioning the reference area into the plurality of first contiguoussubzones. In another embodiment partitioning the reference areacomprises partitioning all portions of the reference area into theplurality of first contiguous subzones.

In an embodiment, for each of the plurality of zones, the reference areais defined at a same relative location to the reference point proximatethe corresponding vehicle way. In another embodiment the reference areais defined at a distance substantially 25 m radially from the referencepoint.

In an embodiment each contiguous subzone of the plurality of secondcontiguous subzones is defined by latitude and longitude pairs.

In an embodiment partitioning the reference area into the plurality offirst contiguous subzones comprises subdividing the reference area intoa grid of latitude and longitude lines. In another embodimentpartitioning the reference area into the plurality of first contiguoussubzones comprises subdividing the reference area into the plurality offirst contiguous subzones according to a hierarchical geospatialindexing system.

In an embodiment subdividing the reference area into the plurality offirst contiguous subzones according to a hierarchical geospatialindexing system comprises subdividing the reference area into firstcontiguous subzones according to a Geohash indexing system. In anotherembodiment subdividing the reference area into the plurality of firstcontiguous subzones according to a Geohash indexing system comprisessubdividing the reference area into the plurality of first contiguoussubzones according to the Geohash indexing system having a Geohashprecision of substantially 9. In yet another embodiment subdividing thereference area into the first contiguous subzones according to ahierarchical geospatial indexing system comprises subdividing thereference area into first contiguous subzones according to a H3hierarchical geospatial indexing system.

In an embodiment partitioning the reference area into the plurality offirst contiguous subzones comprises defining a subzone encompassing thereference point and building a grid of contiguous subzones therefromuntil all portions of the reference area are partitioned by the grid ofthe plurality of first contiguous subzones.

In an embodiment generating a plurality of features based on vehicledata indicative of vehicle operating conditions for a plurality ofcorresponding vehicles comprises generating the plurality of featuresbased on vehicle data indicative of at least one of position, speed, andignition state of a vehicle, the ignition state indicating a state ofone of ON or OFF.

In an embodiment generating a plurality of features based on vehicledata comprises generating a plurality of features based on date and timedata indicative of a date and time vehicle operating conditions islogged.

In an embodiment the vehicle data comprises raw vehicle datacorresponding to a location within the plurality of zones. In anotherembodiment the vehicle data comprises raw vehicle data corresponding toa position within at least one traffic zone encompassing at least onezone of the plurality of zones. In yet another embodiment the at leastone traffic zone encompasses each zone of the plurality of zones.

In an embodiment data interpolated from the subset of raw vehicle datais dependent on the dimensions of each of the plurality of secondcontiguous subzones.

In an embodiment the traffic analytics system is configured forfiltering data indicative at least one of an outlier or duplicate valuefrom the vehicle data.

In an embodiment generating the plurality of features for each of theplurality of second contiguous subzones, for at least one secondcontiguous subzone, comprises generating subzone-related features from afirst subset of vehicle data corresponding to a location within the atleast one second contiguous subzone.

In an embodiment generating subzone-related features from a first subsetof vehicle data corresponding to a location within the at least onesecond contiguous subzone comprises generating subzone related featuresselected from the group of: minimum vehicle speed, maximum vehiclespeed, average vehicle speed, median vehicle speed, standard deviationof vehicle speed, minimum ignition, maximum ignition, total number ofignitions on, total number of ignitions off, average number ofignitions, ignition ratio, minimum number of vehicle visits/day, maximumnumber of vehicle visits/day, average number of vehicle visits/day,median number of vehicle visits/day, standard deviation of number ofvehicle visits/day, minimum unique number of vehicle visits/day, maximumunique number of vehicle visits/day, median unique number of vehiclevisits/day, standard deviation of unique number of vehicle visits/day,average unique number of vehicle visits/day, total number of vehiclevisits, total number of unique vehicle visits, and average number ofvisits/vehicle.

In an embodiment generating the plurality of features for each of theplurality of second contiguous subzones, for at least one secondcontiguous subzone, comprises generating subzone-related features basedon the first subset of vehicle data and a second subset of vehicle dataincluding vehicle data for a same vehicle temporally subsequent thereto.

In an embodiment generating the subzone-related features for each of theplurality of second contiguous subzones, for at least one secondcontiguous subzone, comprises generating subzone related featuresselected from the group of: average time to park, minimum time to park,maximum time to park, median time to park, and standard deviation oftime to park.

In an embodiment generating the plurality of features for each of theplurality of second contiguous subzones, for at least one secondcontiguous subzone, comprises generating subzone-related features basedon the first subset of vehicle data and a second subset of vehicle datafurther including vehicle data for a same vehicle temporally precedingand subsequent thereto.

In an embodiment generating the subzone-related features for each of theplurality of second contiguous subzones, for at least one secondcontiguous subzone, comprises generating subzone related featuresselected from the group of: average dwell time, minimum dwell time,maximum dwell time, median dwell time, and standard deviation of dwelltime.

In an embodiment generating the plurality of features for each of theplurality of second contiguous subzones, for at least one secondcontiguous subzone, comprises generating zone-related features based ona third subset of vehicle data corresponding to a position within acorresponding zone or from a portion of the subzone-related features.

In an embodiment generating the zone-related features comprisesgenerating the zone-related features selected from the group of: zoneminimum ignition off, zone maximum ignition off, zone average vehiclespeed, zone maximum vehicle speed, zone minimum vehicle speed, zoneaverage number of unique visits/day, zone minimum number of uniquevisits/day, zone maximum number of unique visits/day, zone averagemedian number of unique visits/day, and zone total average number ofunique visits/day.

In an embodiment generating the zone-related features are comprisesgenerating the zone-related features based on the portion of thesubzone-related features and selected from the group of: zone averagetime to park, zone maximum time to park, zone minimum time to park, zonemaximum dwell time, zone minimum dwell time, zone median dwell time,zone average dwell time, zone minimum number of unique visits, zoneaverage number of unique visits, zone maximum number of unique visits,zone average total number of visits, zone maximum total number ofvisits, and zone minimum total number of visits.

In an embodiment generating the zone-related features comprisesgenerating the zone-related features are generated based on the thirdsubset of vehicle data instances corresponding to a position within thecorresponding zone and selected from the group of: zone total number ofvisits and zone total number of unique visits.

In an embodiment generating the plurality of features includesgenerating subzone-zone-related features from a relationship of aportion of the plurality of subzone-related features to a portion of thezone-related features of a corresponding zone.

In an embodiment generating subzone-zone-related features comprisesgenerating subzone-zone-related features selected from the group of:minimum vehicle speed ratio, average vehicle speed ratio, maximumvehicle speed ratio, minimum ignition off ratio, maximum ignition offratio, maximum dwell time ratio, minimum dwell time ratio, averagemedian dwell time ratio, average dwell time ratio, minimum time to parkratio, average time to park ratio, maximum time to park ratio, minimumnumber of unique vehicle visits ratio, maximum number of unique vehiclevisits ratio, average number of unique vehicle visits ratio, totalnumber of vehicle unique visits ratio, minimum unique number of vehiclevisits/day ratio, maximum unique number of vehicle visits/day ratio,average unique number of vehicle visits/day ratio, total unique numberof vehicle visits/day ratio, average median unique number of vehiclevisits/day ratio, minimum total number of vehicle visits ratio, maximumtotal number of vehicle visits ratio, average total number of vehiclevisits ratio, and total number of vehicle visits ratio.

In an embodiment the traffic analytics system is configured for, foreach first contiguous subzone of the plurality of first contiguoussubzones of the plurality of zones, for obtaining spatial relationshipdata for each thereof to a corresponding zone and generating at leastone feature from the spatial relationship data.

In an embodiment the traffic analytics system is configured for, foreach first contiguous subzone of the plurality of first contiguoussubzones of each of the plurality of zones, obtaining spatialrelationship data for each thereof to the plurality of first contiguoussubzones and generating at least one feature from the spatialrelationship data.

In an embodiment the spatial relationship data is indicative of thedistance between the first contiguous subzone and a centre point of acorresponding zone. In another embodiment the spatial relationship datais indicative of the distance between a centre point of the firstcontiguous subzone and the centre point of the corresponding zone. Inyet another embodiment the spatial relationship data is indicative ofthe number of adjacent first contiguous subzones of the plurality offirst contiguous subzones to the first contiguous subzone. In anembodiment the number of adjacent first contiguous subzones of theplurality of first contiguous subzones to the first contiguous subzoneis the number of neighbours of a Geohash.

In an embodiment each training data for at least one second contiguoussubzone of the plurality of second contiguous subzones comprises anindication that the at least one second contiguous subzone is one of avehicle way class or a not-vehicle way class.

In an embodiment the traffic analytics system is configured for, for twoor more zones of the plurality of zones having one or more common firstcontiguous subzones, associating the one or more common first contiguoussubzones with a unique zone of the two or more zones.

In an embodiment associating each of the one or more common firstcontiguous subzones with a unique zone comprises calculating thedistance between each first contiguous subzone of the one or more commonfirst contiguous subzones and a location of a centre point of the two ormore zones and assigning the one or more common first contiguoussubzones to the zone of which the distance is shortest.

In an embodiment the same relative location to the reference point isdefined by classifier data associated with the classifier. In anotherembodiment first contiguous subzone dimensions are defined by theclassifier data associated with the classifier. In yet anotherembodiment Geohash precision is defined by classifier data associatedwith the classifier.

In an embodiment the spatial relationship data is indicative of thenumber of adjacent first contiguous subzones to a subzone having vehicledata corresponding to a location therein. In another embodiment thespatial relationship data is indicative of the number of neighbours of aGeohash having vehicle data corresponding to a location therein.

BRIEF DESCRIPTION OF DRAWINGS

Embodiments of the invention are now described by way of non-limitingexample and are illustrated in the following figures in which likereference numbers indicate like features, and wherein:

FIG. 1A is a simplified diagram of an exemplary network configurationwith which some embodiments may operate.

FIG. 1B is a simplified diagram of the exemplary network configurationof FIG. 1A illustrating communication paths.

FIG. 1C is a simplified diagram of another exemplary networkconfiguration with which some embodiments may operate illustratingcommunication paths.

FIG. 2 is a simplified block diagram of an exemplary telematics system.

FIG. 3A is a simplified block diagram of an exemplary traffic analyticssystem according to an embodiment.

FIG. 3B is a simplified block diagram of another exemplary trafficanalytics system comprising a data management system according to anembodiment.

FIG. 4A is a conceptual diagram of a database of a traffic analyticssystem according to an embodiment.

FIG. 4B is a conceptual diagram of a dataset of the database of FIG. 4A.

FIG. 4C is a conceptual diagram of a vehicle's path within a geographicarea.

FIG. 5A is a simplified diagram illustrating an exemplary intelligenttelematics system according to embodiments.

FIG. 5B is a simplified diagram illustrating another exemplaryintelligent telematics system according to embodiments.

FIG. 6Ai is a simplified diagram of an exemplary type of vehicle way.

FIG. 6Aii is a simplified diagram of an exemplary type of vehicle way.

FIG. 6Aiii is a simplified diagram of an exemplary type of vehicle way.

FIG. 6Aiv is a simplified diagram of an exemplary type of vehicle way.

FIG. 6Av is a simplified diagram of an exemplary type of vehicle way.

FIG. 6Avi is a simplified diagram of an exemplary type of vehicle way.

FIG. 6Bi is a conceptual diagram of a specific and non-limiting exampleof a zone encompassing the vehicle way of FIG. 6Ai.

FIG. 6Bii is a conceptual diagram of a specific and non-limiting exampleof a zone encompassing the vehicle way of FIG. 6Aii.

FIG. 6Biii is a conceptual diagram of a specific and non-limitingexample of a zone encompassing the vehicle way of FIG. 6Aiii.

FIG. 6Biv is a conceptual diagram of a specific and non-limiting exampleof a zone encompassing the vehicle way of FIG. 6Aiv.

FIG. 6Bv is a conceptual diagram of a specific and non-limiting exampleof a zone encompassing the vehicle way of FIG. 6Av.

FIG. 6Bvi is a conceptual diagram of a specific and non-limiting exampleof a zone encompassing the vehicle way of FIG. 6Avi.

FIG. 6C is a conceptual diagram of elements of a vehicle way.

FIG. 7 is a flow diagram of a process for defining a classifier for usein defining a vehicle way according to some embodiments.

FIG. 8 is a simplified diagram of an area comprising a plurality ofsample intersections.

FIG. 9 is a simplified diagram of a plurality of exemplary zones imposedon the plurality of the sample intersections of FIG. 8.

FIG. 10A is a simplified diagram of a plurality of exemplary referenceareas of a same dimension defined for the sample intersections FIG. 8.

FIG. 10B is a simplified conceptual diagram of a plurality of exemplaryzones imposed on sample vehicle ways.

FIG. 11A is a table defining the relationship between Geohash stringlength and approximate Geohash cell dimensions.

FIG. 11B is a simplified functional block diagram of an exemplaryGeohash encode function.

FIG. 11C is a simplified functional block diagram of an exemplaryGeohash decode function.

FIG. 11D is a simplified functional block diagram of an exemplaryGeohash bounds function.

FIG. 11E is a simplified functional block diagram of an exemplaryGeohash neighbours function

FIG. 11F is a simplified conceptual diagram of a Geohash cell.

FIG. 11G is a conceptual diagram of a Geohash cell and 8 nearestneighbours of the Geohash cell.

FIG. 12A is a flow diagram of an exemplary process for subdividing areference area into a grid of Geohash cells.

FIG. 12B is a simplified diagram of a reference area, a reference pointand a Geohash cell to which the reference point was mapped.

FIG. 12C is a simplified conceptual diagram of a centre cell and its 8closest neighbouring cells.

FIG. 12D is a simplified conceptual diagram of a reference areacompletely subdivided into a grid of contiguous Geohash cells.

FIG. 13A is a simplified conceptual diagram of exemplary subzone data.

FIG. 13B is a simplified conceptual diagram of other exemplary subzonedata.

FIG. 14A is a simplified conceptual diagram of two zones comprisingcentre subzones and a plurality of common subzones located within anoverlapping portion thereof.

FIG. 14B is an enlarged view of a portion of zones comprising anoverlapping portion.

FIG. 14C is a simplified conceptual diagram of redefined zones.

FIG. 15A is a simplified conceptual diagram of a zone comprisingvehicle-position data points representing positions of vehicles therein.

FIG. 15B is an enlarged view of a portion of an area and the simplifiedconceptual diagram of FIG. 15A imposed thereon.

FIG. 16A an enlarged view of a portion of an area comprising a sampleintersection and paths of vehicles that have traversed therethrough.

FIG. 16B is conceptual diagram of a zone and vehicle position-datapoints representing position data of raw vehicle data instances thatcorrespond to a position along vehicle paths.

FIG. 16C illustrates vehicle position-data points corresponding topositions of vehicles in an area.

FIG. 16D illustrates vehicle-position data points corresponding tointerpolated data instances.

FIG. 16E is a conceptual diagram of a zone comprising a plurality ofsubzones illustrating vehicle-position data points corresponding to rawvehicle data and interpolated vehicle data.

FIG. 16F illustrates vehicle-position data points inside a zonecorresponding to interpolated data.

FIG. 17 is a simplified diagram of an exemplary implementation of atraffic zone encompassing zones.

FIG. 18A is a simplified block diagram of a process for obtainingvehicle data for generating features.

FIG. 18B is a simplified block diagram of another process for obtainingvehicle data for generating features.

FIG. 19A is a conceptual block diagram of a feature extraction functionfor generating features from vehicle data.

FIG. 19B is an exemplary table representing data comprising each subzoneID and a plurality of features for each Geohash.

FIG. 20A is a conceptual diagram of a portion of a zone.

FIG. 20B enlarged view of a subzone.

FIG. 20C is a simplified functional block diagram of a function that maybe implemented for generating at least one feature.

FIG. 20D is a table representing an example subset of vehicle datainstances corresponding to a position within a subzone.

FIG. 20E is a table of exemplary features and feature values based onthe subset of vehicle data instances of FIG. 20D.

FIG. 21 is a simplified diagram of a subzone and a vehicle-position datapoints.

FIG. 22A is a simplified diagram of a path of a vehicle that hastraversed a subzone.

FIG. 22B is a table representing a subset of vehicle data.

FIG. 23 is a simplified diagram of a portion of a zone.

FIG. 24A is a simplified conceptual diagram of a portion of a zoneincluding a subzone having 8 adjacent subzones.

FIG. 24B is a simplified conceptual diagram of a portion of a zoneincluding a subzone having 4 adjacent subzones.

FIG. 25A is a conceptual diagram of a portion of a sample vehicle wayand a zone imposed thereon.

FIG. 25B is a table representing training data including subzone ID, aplurality of features for each associated subzone, and a class label.

FIG. 26 is a simplified high-level flow diagram of an exemplary processfor using a machine learning technique to define a classifier.

DESCRIPTION

Telematics is a method of monitoring a vehicle using an onboardmonitoring device for gathering and transmitting vehicle operationinformation. For instance, fleet managers employ telematics to haveremote access to real time operation information of each vehicle in afleet. A vehicle may include a car, truck, recreational vehicle, heavyequipment, tractor, snowmobile or other transportation asset. Amonitoring device may detect environmental operating conditionsassociated with a vehicle, for example, outside temperature, attachmentstatus of an attached trailer, and temperature inside an attachedrefrigeration trailer. A monitoring device may also detect operatingconditions of an associated vehicle, such as position, (e.g., geographiccoordinates), speed, and acceleration, among others.

In an exemplary telematics system, raw vehicle data, including vehicleoperation information indicative of a vehicle's operating conditions, istransmitted from an onboard monitoring device to a remote subsystem,(e.g., server). Raw vehicle data may include information indicating theidentity of the onboard monitoring device (e.g., device identifier,device ID) and/or the identity of the associated vehicle the onboardmonitoring device is aboard. Specific and non-limiting examples of rawvehicle data includes device ID data, position data, speed data,ignition state data, (e.g. indicates whether vehicle ignition is ON orOFF), and date and time data indicative of a date and time vehicleoperating conditions were logged by the monitoring device. Raw vehicledata transmitted and collected over a period of time forms historicalvehicle data which may be stored by the remote subsystem for futureanalysis of a single vehicle or fleet performance. In practise, a singlefleet may comprise many vehicles, and thus large volumes of raw vehicledata (e.g., terabytes, petabytes, exabytes . . . ) may be transmittedto, and stored by, a remote subsystem. Telematics systems are discussedin further detail below with reference to FIGS. 1A, 1B, 1C and FIG. 2.

Processing historical vehicle data corresponding to positions within aroadway section of interest may provide an alternative technique forobtaining traffic data and/or traffic metrics that avoid some of thedrawbacks of existing techniques described in the foregoing. Forexample, a method for obtaining traffic data and/or traffic metrics fromhistorical vehicle data may include obtaining a location (e.g., boundarycoordinates) of a roadway section of interest. For instance, a roadagency may store geographic data describing a roadway system comprisingthe roadway section of interest on a publicly accessible server, such asa server accessible via the Internet. The geographic data may be in theform of a geospatial file (e.g., shape file (.shp), GeoJSON (.geojson)),or other file format, from which geographical coordinates of boundariesdelineating roads forming the roadway system may be extracted. In thisexample, a geospatial file including boundary coordinates of the roadwaysection of interest is accessed, and latitude, longitude (Lat/Long)coordinates of a plurality of points defining the boundaries thereof areextracted from the geospatial file. Next, a plurality of raw vehicledata instances corresponding to a position within boundaries of theroadway section of interest are selected from the historical vehicledata and processed for providing traffic data and/or traffic metricsrelating to the roadway section of interest.

In an exemplary implementation, obtaining traffic data and/or trafficmetrics for a roadway section of interest from historical vehicle dataincludes obtaining and processing vehicle speed data for determining anaverage speed of vehicles traversing a roadway section of interest. Inthis example, the roadway section of interest is in the form of aportion of a road (i.e., a road portion.) Firstly, the location of theroad portion is determined. For instance, geographical coordinates ofboundaries of the road portion are extracted, for example, from a shapefile (.shp) or a GeoJSON file (.geojson).

As described in the foregoing, historical vehicle data comprises rawvehicle data instances corresponding to a plurality of vehicles whichmay be indicative of device ID, vehicle position, speed, and date & timethe vehicle position and speed were logged. A subset of raw vehicle datainstances corresponding to a location within the boundaries of the roadportion are selected from historical vehicle data and a cumulative speedof all vehicles that have traversed the road portion are divided by thenumber thereof to provide an average speed traffic metric. This is onlyone method of obtaining traffic data and/or traffic metrics fromhistorical vehicle data and is not intended to limit embodiments to thisexample.

In practise, locations and/or boundaries of roadway sections of interestare not readily available. For instance, some geographic informationsystems (GISs), (e.g., geographical information systems available fromESRI® of Redlands, Calif., USA), and web mapping services (e.g., GoogleMaps, developed by Google® of Mountain View, Calif., USA), among others,have compiled geospatial information describing locations, (e.g.,boundary information) of roadway systems. However, such systems andservices have invested significant resources to do so. For instance,high volumes of different data types are collected via a variety of datacollection techniques. This data is then processed to provide geospatialinformation. Some exemplary data collection techniques include aerialand satellite image capture, video recording, Light Detection andRanging (LiDAR), road surveying, and crowdsourcing.

In general, implementing similar techniques for obtaining roadwaysection locations would be time consuming, complex, computationallyintensive, and costly. Some web mapping services, (e.g., Google Maps)may provide geospatial roadway-related information, such as Lat/Longcoordinates of road boundaries, via interactive maps. However, suchfunctionality is not designed to enable easy extraction of boundaryinformation in large quantities and/or in a suitable machine-readabledata format. Alternatively, roadway boundary information may beavailable in a suitable machine-readable data format a GIS, for example,however, at a cost.

Described herein are alternative techniques for defining locations ofroadway sections that may avoid some issues of known techniquesdescribed in the foregoing. Upon definition of a location of a roadwaysection of interest, related traffic data and/or traffic metrics relatedthereto may be determined by processing raw vehicle data instancescorresponding to positions within a roadway section of interest, asdescribed above.

In general, techniques described herein may be used to determine alocation of any area frequently used by vehicles. Such areas arediscussed in further detail below in reference to FIGS. 6Ai-6Avi andFIGS. 6Bi-6Bvi.

Described herein are various embodiments of systems and methods fordefining an area frequently used by vehicles, (i.e., an area on theEarth's surface repeatedly employed by vehicles), hereinafter referredto as a ‘vehicle way’. A vehicle way may include an area used byvehicles for movement and/or parking. Specific and non-limiting examplesof vehicle ways include traffic-designated areas, such as by roadagencies, for channeling traffic flow (e.g., roads, traffic junctions),and for parking (e.g., street parking spaces, commercial parking lots).Vehicle ways may also include areas that are not traffic-designatedareas. For instance, areas that have not been created and/or maintainedby a road agency or commercial entity for vehicle use, nonetheless arerepeatedly used thereby. For example, a vehicle way includes an ad hocvehicle way. An example of an ad hoc vehicle way includes a beaten pathcreated by frequent flow of vehicles for accessing a natural attraction,such as a lake, river, or forested area, for which no access road wasavailable. Another example of an ad hoc vehicle way includes a portionof a field frequently used to accommodate overflow vehicles of a nearbyparking lot.

Illustrated in FIGS. 6Ai-6Avi are simplified diagrams of variousexemplary types of vehicle ways, including: circular traffic junction602, (i.e., roundabout) having circular road segment 604 and roadsegments 606, 607, 608 and 609 for channeling vehicles therethrough;three way traffic junction 612 (i.e., intersection) having road segments614, 616, and 617 for channeling vehicles therethrough; traffic junction618 (i.e., highway off-ramp) having road segments 619, 620, and 622 forchanneling vehicles therethrough; parking lot 624, having parking area626 and entry/exit 629 for channeling vehicles in and out thereof; roadportion 650 having opposing lanes 643 a and 643 b; and on-street parkingspace 644. The exemplary vehicle ways of FIGS. 6Ai-6Avi are provided forexample purposes only and embodiments are not intended to be limited tothe examples described herein.

A defined vehicle way may be described by any data format provided thedata indicates the location (e.g., the unique location of the vehicleway on the Earth's surface) occupied thereby. For example, a vehicle waymay be defined by a plurality of points defining the boundaries of thevehicle way. The geographic coordinates of the plurality of points maybe, for example, stored in a text file, such as a comma-separated values(.csv) file. In another example, boundaries may be described in ageospatial file, for instance a shape file (.shp) or a GeoJSON file(.geojson), from which geographic coordinates of vehicle way boundariesmay be obtained. In yet another example, the location occupied by avehicle way may be described in accordance with a geospatial indexingsystem, such as Geohash. Geohash is a known public domain hierarchicalgeospatial indexing system which uses a Z-order curve to hierarchicallysubdivide the latitude/longitude grid into progressively smaller cellsof grid shape. For instance, a Geohash string indicates a uniquegeographical area (e.g., cell). A vehicle way may be described by dataindicative of a plurality of Geohash strings indicating the Geohashcells occupied by the vehicle way. A vehicle way may be described innumerous data formats and embodiments are not intended to be limited toexamples described herein.

Some embodiments described herein relate to techniques for defining avehicle way comprising processing data indicative of vehicle operationconditions of a plurality of vehicles that have traveled within a knownarea, that is, an area of which the location thereof is defined.Processing such data may provide an indication as to whether the knownarea is a portion of the vehicle way. In other words, processing suchdata may provide an indication as to whether the vehicle way occupiesthe known area.

Processing data may also include processing other data indicative ofvehicle operation conditions of another plurality of vehicles that havetraveled within other known areas proximate the known area. Furthermore,processing data may also include processing spatial relationship data ofthe known area to other known areas proximate thereto.

Some embodiments described herein relate to defining a vehicle way bydefining a relationship between vehicle operating conditions of vehiclesthat have operated proximate known areas and the likelihood the knownareas are portions of a vehicle way.

Some embodiments described herein relate to techniques for defining avehicle way using machine learning techniques using historical vehicledata, (e.g., raw vehicle data), and/or data derived therefrom to definethe location of the vehicle way.

In example implementations, a traffic analytics system may be configuredto access historical vehicle data associated with known areas and defineone or more classification models that are related to operatingconditions of corresponding vehicles, and then operate in accordancewith the one or more models. In general, each such classification modelmay receive as input, data (i.e., features), derived from historicalvehicle data related to vehicles that have operated within a known area,within a plurality of known areas, and a spatial relationship of theknown area to the other known areas, and output an indication the knownarea is a portion of a vehicle way.

As described in the foregoing, a vehicle way includes areas frequentlyused and/or employed by vehicles. The phrases ‘frequently used’ and‘repeatedly employed’ are relative to the time period of logging of thehistorical vehicle data. For example, data (i.e., features), derivedfrom historical vehicle data related to vehicles that have traveledwithin a known area are input to a classification model for use thereof.However, if there is little raw vehicle data corresponding to a vehicleway of interest within the historical vehicle data, the output of theclassifier may not provide meaningful data when applied for defining thevehicle way of interest.

Illustrated in FIG. 1A is a simplified diagram of an exemplary networkconfiguration 100 with which some embodiments may operate. Networkconfiguration 100 includes telematics system 102, traffic analyticssystem 104, remote system 106, and communication network 110.Communication network 110 may be communicatively coupled to telematicssystem 102, traffic analytics system 104, and remote system 106,enabling communication therebetween.

For example, traffic analytics system 104 may communicate withtelematics system 102, and remote system 106 for receiving historicalvehicle data or a portion thereof via communication network 110. FIG. 1Bis a simplified diagram of network configuration 100 illustratingcommunication path 112 between traffic analytics system 104 andtelematics system 102 and communication path 113 between trafficanalytics system 104 and remote system 106.

FIG. 1C is a simplified diagram of another exemplary networkconfiguration 101 with which some embodiments may operate. Networkconfiguration 101 includes telematics system 102, traffic analyticssystem 104, remote system 106, data management system 108 andcommunication network 110. Communication network 110 may becommunicatively coupled to telematics system 102, traffic analyticssystem 104, remote system 106, and data management system 108, enablingcommunication therebetween.

For example, telematics system 102 may transmit raw vehicle data and/orhistorical vehicle data to data management system 108 for the storagethereof, as illustrated by communication path 114. Traffic analyticssystem 104 may be configured for communicating with data managementsystem 108, for receiving historical vehicle data or a portion thereofvia communication network 110, as illustrated by communication path 116.Traffic analytics system 104 may also be configured for communicatingwith remote system 106.

Remote system 106 may be another telematics system from which trafficanalytics system 104 receives historical vehicle data. Alternatively,remote system 106 may store historical vehicle data collected by one ormore telematics systems and/or similar vehicle monitoring systems.

Alternatively, remote system 106 may provide external data to trafficanalytics system 104. For example, remote system 106 is a map serviceprovider that provides geospatial information regarding roadway systems,traffic control equipment, and/or jurisdictional boundary information,among other geospatial information to traffic analytics system 104.

In yet another example, remote system 106 may be a customer system towhich traffic analytics system 104 transmits output data in the form ofraw data, a web page, or in another data format.

Communication network 110 may include one or more computing systems andmay be any suitable combination of networks or portions thereof tofacilitate communication between network components. Some examples ofnetworks include, Wide Area Networks (WANs), Local Area Networks (LANs),Wireless Wide Area Networks (WWANs), data networks, cellular networks,voice networks, among other networks, which may be wired and/orwireless. Communication network 110 may operate according to one or morecommunication protocols, such as, General Packet Radio Service (GPRS),Universal Mobile Telecommunications Service (UMTS), GSM, Enhanced DataRates for GSM Evolution (EDGE), LTE, CDMA, LPWAN, Wi-Fi, Bluetooth,Ethernet, HTTP/S, TCP, and CoAP/DTLS, or other suitable protocol.Communication network 110 may take other forms as well.

Illustrated in FIG. 2 is a simplified block diagram of an exemplarytelematics system for gathering and storing vehicle operationinformation. Telematics system 102 comprises telematics subsystem 210(e.g., server) having a first network interface 206 and onboardmonitoring devices 202, 203, and 204 communicatively coupled therewithvia communication network 207.

Communication network 207 may include one or more computing systems andmay be any suitable combination of networks or portions thereof tofacilitate communication between network components. Some examples ofnetworks include, Wide Area Networks (WANs), Local Area Networks (LANs),Wireless Wide Area Networks (WWANs), data networks, cellular networks,voice networks, among other networks, which may be wired and/orwireless. Communication network 207 may operate according to one or morecommunication protocols, such as, General Packet Radio Service (GPRS),Universal Mobile Telecommunications Service (UMTS), GSM, Enhanced DataRates for GSM Evolution (EDGE), LTE, CDMA, LPWAN, Wi-Fi, Bluetooth,Ethernet, HTTP/S, TCP, and CoAP/DTLS, or other suitable protocol.Communication network 207 may take other forms as well.

Telematics system 102 may comprise another network interface 208 forcommunicatively coupling to another communication network, such ascommunication network 110. Telematics subsystem 210 may comprise aplurality of servers, datastores, and other devices, configured in acentralized, distributed or other arrangement.

Also shown in FIG. 2 are vehicles 212, 213 and 214, each thereof havingaboard the onboard monitoring devices 202, 203, and 204, respectively. Avehicle may include a car, truck, recreational vehicle, heavy equipment,tractor, snowmobile, or other transportation asset. Onboard monitoringdevices 202-204 may transmit raw vehicle data associated with vehicles212-214. Raw vehicle data transmitted and collected over a period oftime forms historical vehicle data which may be stored by remotesubsystem 210.

In practise, a monitoring device is associated with a particularvehicle. For example, during configuration of monitoring devices202-204, each thereof may be assigned a unique device ID that isuniquely associated with a vehicle information number (VIN) of vehicles212-214, respectively. This enables an instance of received raw vehicledata to be associated with a particular vehicle. As such,vehicle-specific raw vehicle data may be discernable among other rawvehicle data in the historical vehicle data.

Three monitoring devices are described in this example for explanationpurposes only and embodiments are not intended to be limited to theexamples described herein. In practise, a telematics system may comprisemany vehicles, such as hundreds, thousands and tens of thousands ormore. Thus, huge volumes of raw vehicle data may be received and storedby remote telematics subsystem 210.

In general, monitoring devices comprise sensing modules configured forsensing and/or measuring a physical property that may indicate anoperating condition of a vehicle. For example, sensing modules may senseand/or measure a vehicle's position, (e.g., GPS coordinates), speed,direction, rates of acceleration or deceleration, for instance, alongthe x-axis, y-axis, and/or z-axis, altitude, orientation, movement inthe x, y, and/or z direction, ignition state, transmission and engineperformance, among others. One of ordinary skill in the art willappreciate that these are but a few types of vehicle operatingconditions that may be detected.

Monitoring device 202 may comprise a sensing module for determiningvehicle position. For instance, the sensing module may utilize GlobalPositioning System (GPS) technology (e.g., GPS receiver) for determiningthe geographic position (Lat/Long coordinates) of vehicle 212.Alternatively, the sensing module utilizes another a global navigationsatellite system (GNSS) technology, such as, GLONASS or BeiDou.Alternatively, the sensing module may further utilize another kind oftechnology for determining geographic position. In addition, sensingmodule may provide other vehicle operating information, such as speed.

Alternatively, vehicle position information may be provided according toanother geographic coordinate system, such as, Universal TransverseMercator, Military Grid Reference System, or United States NationalGrid.

In general, a vehicle may include various control, monitoring and/orsensor modules for detecting vehicle operating conditions. Some specificand non-limiting examples include, an engine control unit (ECU), asuspension and stability control module, a headlamp control module, awindscreen wiper control module, an anti-lock braking system module, atransmission control module, and a braking module. A vehicle may haveany combination of control, monitoring and/or sensor modules. A vehiclemay include a data/communication bus accessible for monitoring vehicleoperating information, provided by one or more vehicle control,monitoring and/or sensor modules. A vehicle data/communication bus mayoperate according to an established data bus protocol, such as theController Area Network bus (CAN-bus) protocol that is widely used inthe automotive industry for implementing a distributed communicationsnetwork. Specific and non-limiting examples of vehicle operationinformation provided by vehicle monitoring and/or sensor modulesinclude, ignition state, fuel tank level, intake air temp, and engineRPM among others.

Monitoring device 202 may comprise a monitoring module operable tocommunicate with a data/communication bus of vehicle 212. Monitoringmodule may communicate via a direct connection, such as, electricallycoupling, with a data/communication bus of vehicle 212 via a vehiclecommunication port, (e.g., diagnostic port/communication bus, OBDIIport). Alternatively, monitoring module may comprise a wirelesscommunication interface for communicating with a wireless interface ofthe data/communication bus of vehicle 212. Optionally, a monitoringmodule may communicate with other external devices/systems that detectoperating conditions of the vehicle.

Monitoring device 202 may be configured to wirelessly communicate withtelematics subsystem 210 via a wireless communication module. In someembodiments, monitoring device 202 may directly communicate with one ormore networks outside vehicle 212 to transmit data to telematicssubsystem 210. A person of ordinary skill will recognize thatfunctionality of some modules may be implemented in one or more devicesand/or that functionality of some modules may be integrated into thesame device.

Monitoring devices 202-204 may transmit raw vehicle data, indicative ofvehicle operation information collected thereby, to telematics subsystem210. The raw vehicle data may be transmitted at predetermined timeintervals, (e.g. heartbeat), intermittently, and/or according to otherpredefined conditions. Raw vehicle data transmitted from monitoringdevices 202-204 may include information indicative of device ID,position, speed, ignition state, and date and time operating conditionsare logged, for instance, in an onboard datastore. One of ordinary skillin the art will appreciate that raw vehicle data may comprise dataindicative of numerous other vehicle operating conditions. Raw vehicledata may be transmitted from a monitoring device when a vehicle ismoving, stationary, and during both ON and OFF ignition states.

In an exemplary implementation, raw vehicle data received and stored bya subsystem over a period of time forms historical vehicle data. In anexemplary implementation, historical vehicle data may be stored bytelematics subsystem 210 in a database, such as database 209, as shown.A period of time may include, for example, 3 months, 6 months, 12months, or another duration of time.

Traffic Analytics System

Illustrated in FIG. 3A and FIG. 3B there are two exemplary trafficanalytics systems 104 including traffic analytics system 104 a andtraffic analytics system 104 b, as shown respectively.

FIG. 3A is a simplified block diagram of exemplary traffic analyticssystem 104 a comprising a processing resource 302, datastore 304, andnetwork interface 306. For example, processing resource 302 anddatastore 304 may be communicatively coupled by a system communicationbus, a wired network, a wireless network, or other connection mechanismand arranged to carry out various operations described herein.Optionally, two or more of these components may be integrated togetherin whole or in part.

Network interface 306 may be interoperable with communication network110 and may be configured to receive data from various networkcomponents of the network configuration 100, 101 such as telematicssystem 102, remote system 106, data management system 108, and possiblyother network components. Traffic analytics system 104 a, 104 b maycommunicate with one or more of these network components for obtaininghistorical vehicle data, or portions thereof. For instance, oncereceived, datastore 304 may store subsets of raw vehicle data in adatabase, such as database 309.

In an exemplary implementation, traffic analytics system 104 a isconfigured to interoperate with data management system 108 for obtaininghistorical vehicle data and/or a portion thereof. For example, datamanagement system 108 may manage and store large volumes (e.g., bigdata) and multiple types of data. Data management system 108 maycomprise a relational database, for storing historical vehicle data, ora portion thereof, collected by one or more telematics or vehiclemonitoring systems. Data management system 108 may include a web servicethat enables interactive analysis of large datasets stored in a remotedatastore. Traffic analytics system 104 a may be configured tointeroperate with such a data management system for obtaining rawvehicle data from historical vehicle data stored therein and managedthereby. An example of such a data management system is a managed clouddata warehouse for performing analytics on data stored therein, such asBigQuery™, available from Google® of Mountain View, Calif., USA.

FIG. 3B is a simplified block diagram of second exemplary trafficanalytics system 104 b comprising processing resource 302, datastore304, data management system 305 and network interface 306. For example,processing resource 302, datastore 304, and data management system 305may be communicatively coupled by a system communication bus, a wirednetwork, a wireless network, or other connection mechanism and arrangedto carry out various operations described herein. Optionally, two ormore of these components may be integrated together in whole or in part.Data management system 305 may comprise a datastore including databasefor storing historical vehicle data or a portion thereof. Optionallydata management system 305 stores and manages large volumes (e.g., bigdata) and multiple types of data. For example, data management system305 may comprise a relational database, for storing historical vehicledata collected by one or more telematics or vehicle monitoring systems,or a portion thereof. In another example, database 309 of datamanagement system 305 stores subsets of raw vehicle data from historicalvehicle data for processing by analytics system 104 b. Alternatively,data management system 305 may include and/or access a web service thatenables interactive analysis of large datasets stored in a remotedatastore. An example of such a data management system is a managedcloud data warehouse for performing analytics on data stored therein,such as BigQuery.

According to an embodiment, exemplary traffic analytics system 104 breceives and stores historical vehicle data in data management system305 and operates on subsets of historical vehicle data in accordancewith operations described herein.

Processing resource 302 may include one or more processors and/orcontrollers, which may take the form of a general or a special purposeprocessor or controller. In exemplary implementations, processingresource 302 may be, or include, microprocessors, microcontrollers,application specific integrated circuits, digital signal processors,and/or other data processing devices. Processing resource 302 may be asingle device or distributed over a network.

Datastore 304 may be or include one or more non-transitorycomputer-readable storage media, such as optical, magnetic, organic, orflash memory, among other data storage devices and may take any form ofcomputer readable storage media. Datastore 304 may be a single device ormay be distributed over a network.

Processing resource 302 may be configured to store, access, and executecomputer-readable program instructions stored in datastore 304, toperform the operations of traffic analytics system 104 a, 104 bdescribed herein. For instance, processing resource 302 may beconfigured to receive historical vehicle data and may execute aclassification model for defining a vehicle way. Other functions aredescribed below.

Traffic analytics system 104 a, 104 b may be configured to access,receive, store, analyze and process raw vehicle data for defining aclassification model and/or executing a classification model. Forexample, traffic analytics system 104 a, 104 b may select and processraw vehicle data of a plurality of vehicles corresponding to a knownarea, for determining whether the known area is likely to be a portionof a vehicle way. Other examples and corresponding operations are alsopossible.

In some example implementations, traffic analytics system 104 a, 104 bmay include and/or communicate with a user interface. The user interfacemay be located remote from traffic analytics system 104 a, 104 b. Forinstance, traffic analytics system 104 a, 104 b may communicate with auser interface via network interface 306. Other examples are alsopossible.

For the ease of description, traffic analytics system 104 a, 104 b isshown as a single system, however, it may include multiple computingsystems, such as servers, storage devices, and other distributedresources, configured to perform operations/processes described herein.Operations and processes performed by traffic analytics system 104 a,104 b described herein may be performed by another similarly configuredand arranged system.

In an exemplary implementation, traffic analytics system 104 a, 104 b isconfigured to obtain, store and process historical vehicle data. Forexample, traffic analytics system 104 a, 104 b obtains first historicalvehicle data 404 from telematics system 102 and stores it in database309. FIG. 4A is a conceptual diagram of database 309. In this example,traffic analytics system 104 a, 104 b organizes first historical vehicledata 404 by vehicle, via associated device ID. For instance, datasets412-414 of database 309 comprise raw vehicle data indicative of vehicleoperation information of vehicles 212-214, respectively.

Shown in FIG. 4B is a conceptual diagram of dataset 412. In thisexample, each row thereof represents a first raw vehicle data instance406 indicative of vehicle operation information collected by monitoringdevice 202 at different points in time. First raw vehicle data instances406 of dataset 412 are organized sequentially in time, from DT0 to DT5.In this example, a first raw vehicle data instance 406 includes deviceID data, speed data, position data, (e.g., LAT/LONG), ignition statedata, and date and time data, (e.g., timestamp), as shown.

Now referring to FIG. 4C, shown is a conceptual diagram of vehicle 212'spath 416 within geographic area 415 corresponding to vehicle positiondata 418 of dataset 412. Vehicle-position data points 420 represents aposition of vehicle 212 at different points in time, DT0-DT5. As shown,the position of vehicle 212 changes position at each temporallysubsequent point in time.

For ease of description, database 309 comprising first historicalvehicle data 404 is described as organized into vehicle-specificdatasets 412-414. One of ordinary skill appreciates that historicalvehicle data may be organized in numerous manners.

Intelligent Telematics System

An intelligent telematics system includes aspects of a telematics systemand a traffic analytics system, such as, telematics system 102 andtraffic analytics system 104 a, 104 b.

FIG. 5A is a simplified diagram of an alternative embodiment with whichsome embodiments may operate. Shown in FIG. 5A is intelligent telematicssystem 500 a comprising onboard monitoring devices 202, 203, and 204,telematics subsystem 210 (e.g., server), traffic analytics system 104 a,communicatively coupled via communication network 207. Intelligenttelematics system 500 a may also include network interface 506compatible for interfacing with a communication network forcommunicating with other network components. For example, networkinterface 506 may be interoperable with communication network 110 andmay be configured to receive data from various network components of thenetwork configuration 100, 101 such as remote system 106.

In this example monitoring devices 202-204 may be configured towirelessly communicate with telematics subsystem 210 via a wirelesscommunication module. In some embodiments, monitoring devices 202-204may directly communicate with one or more networks outside respectivevehicles to transmit data to telematics subsystem 210. A person ofordinary skill will recognize that functionality of some modules may beimplemented in one or more devices and/or that functionality of somemodules may be integrated into the same device.

Monitoring devices 202-204 may transmit raw vehicle data, indicative ofvehicle operation information collected thereby, to telematics subsystem210, as represented by communication path 510. In an exemplaryimplementation, raw vehicle data received and stored by telematicssubsystem 210 over a period of time forms historical vehicle data. Forinstance, historical vehicle data may be stored by telematics subsystem210 in database 209. A period of time may include, for example, 3months, 6 months, 12 months, or another duration of time. In anexemplary embodiment, subsets of raw vehicle data selected fromhistorical vehicle data stored in database 209 may be stored in anotherdatabase, for instance, database 309 for processing by traffic analyticssystem 104 a. In this example raw vehicle data is transmitted bytelematics subsystem 210 and received by traffic analytics system 104 avia communication path 512, as shown.

FIG. 5B is a simplified diagram of another alternative embodiment withwhich some embodiments may operate. Shown in FIG. 5B is intelligenttelematics system 500 b comprising onboard monitoring devices 202, 203,and 204 and traffic analytics system 104 b, communicatively coupledtherewith via communication network 207.

Intelligent telematics system 500 b may also include network interface506 compatible for interfacing with a communication network forcommunicating with other network components. For example, networkinterface 506 may be interoperable with communication network 110 andmay be configured to receive data from various network components of thenetwork configuration 100, 101, such as remote system 106.

In this example monitoring devices 202-204 may be configured towirelessly communicate with traffic analytics system 104 b via awireless communication module. In some embodiments, monitoring devices202-204 may directly communicate with one or more networks outsiderespective vehicles to transmit data to traffic analytics system 104 b.A person of ordinary skill will recognize that functionality of somemodules may be implemented in one or more devices and/or thatfunctionality of some modules may be integrated into the same device.

Monitoring devices 202-204 may transmit raw vehicle data, indicative ofvehicle operation information collected thereby, to traffic analyticssystem 104 b via communication path 514, as shown. In an exemplaryimplementation, raw vehicle data received and stored by trafficanalytics system 104 b over a period of time forms historical vehicledata. For instance, historical vehicle data may be stored by trafficanalytics system 104 b in database 209 in data management system 305. Aperiod of time may include, for example, 3 months, 6 months, 12 months,or another duration of time. In an exemplary embodiment, subsets of rawvehicle data selected from historical vehicle data stored in database209 may be stored in another database, for instance, database 309 forprocessing by traffic analytics system 104 b. In this example rawvehicle data is transmitted by telematics subsystem 210 and received bytraffic analytics system 104 a. Traffic analytics system 104 b may beconfigured to perform operations of telematics system 201 as describedherein.

In some example implementations, intelligent telematics system 500 a,500 b may be configured to include and/or communicate with a userinterface. The user interface may be located remote therefrom. Forinstance, intelligent telematics system 500 a, 500 b may communicatewith a user interface via network interface 506. Other examples are alsopossible.

Classification Model

According to an embodiment, a classifier defining a relationship betweenoperation of a plurality of vehicles having operated in a known area anda probability the known area is a portion of a vehicle way may bedefined by processing corresponding historical vehicle data. Forexample, such processing may provide features (e.g., data indicative ofvariables/attributes, or measurements of properties) of the known area.A machine learning algorithm may be trained with training datacomprising features to recognize patterns therein and generalize arelationship between the features and an outcome that the known area isoccupied by the vehicle way.

Shown in FIG. 7 is a flow diagram of a process 700 for defining aclassifier for use in defining a vehicle way according to someembodiments. In particular, a classifier is for providing an indicationthat a known area is, or is not, a portion of a vehicle way. Aclassifier may provide as output a likelihood (e.g., probability) aknown area is a portion of a vehicle way. Alternatively, a classifiermay output an indication (e.g., binary value) that a known area is, oris not, a portion of a vehicle way.

Process 700 is described below as being carried out by traffic analyticssystem 104 a. Alternatively, process 700 may be carried out bytelematics-analytic system 104 b, intelligent telematics system 500 a,500 b, another system, a combination of other systems, subsystems,devices or other suitable means provided the operations described hereinare performed. Process 700 may be automated, semi-automated and someblocks thereof may be manually performed.

Block 701

Process 700 begins at block 701, wherein a plurality of sample vehicleways is identified. According to an embodiment, a classifier may bedefined according to a type and/or subtype of vehicle way that is to bedefined using the classifier. Specific and non-limiting examples oftypes of vehicle ways include, traffic junctions, road segments, parkinglots, and ad hoc vehicle ways.

Specific and non-limiting examples of subtypes of vehicle ways include:subtypes of traffic junctions, including roundabouts, intersections,on-ramps, and off-ramps; subtypes of parking lots including single entryand single exit parking lots, single entry and multiple exit parkinglots, and multiple entry and single exit parking lots; and subtypes ofroad segments including one way, two way, multi-lane, and dividedhighways. A subtype may be considered another type of vehicle way. Asubtype may be considered another type of vehicle way. Block 701 will befurther described below in reference to FIG. 8.

In an exemplary implementation, a plurality of sample vehicle ways ofonly parking lot type is identified for defining a classifier for use indefining parking lots. In another exemplary implementation, a pluralityof sample vehicle ways for defining a classifier for use in defining avehicle way in the form of a traffic junction comprises trafficjunctions only. For example, the plurality of sample vehicle ways mayinclude one or more of the following traffic junctions, 3-wayintersections, 4-way intersections, n-way intersections, roundabouts,and any other portion of a road system where multiple roads intersectallowing vehicular traffic to change from one road to another.

Alternatively, a plurality of sample vehicle ways for defining aclassifier for use in defining a subtype of a traffic junction in theform of an intersection only comprises intersections (e.g., 3-wayintersections, 4-way intersections). Defining a classifier for use fordefining a particular type or subtype of vehicle way may provide a moreaccurate classifier.

Furthermore, a classifier defined with sample vehicle ways of only onetype and/or one subtype of vehicle way may be suitable for use indefining vehicle ways of a different type and/or subtype of vehicle way.

Alternatively, a classifier may be defined for defining all types ofvehicle ways.

In an exemplary implementation, a classifier for use in defining avehicle way in the form of an intersection is defined according toprocess 700. In FIG. 8, shown is a simplified diagram of area 800comprising a roadway system including a plurality of sample vehicle waysin the form of sample intersections 802 a-802 f. Area 800 also comprisesparking lots 805, roadway sections 806, and non-traffic designated areas807 (e.g., greenspace, sidewalks). For ease of description, only sixsample intersections are described in this example. In practise,however, the number of sample vehicle ways may include other than sixsample vehicle ways.

In this example, sample intersections 802 a-802 f are also shown to bepart of the same roadway network. However, sample vehicle ways may beselected from different roadway systems located in different cities,countries and/or continents. One of ordinary skill in the artappreciates that selection of an appropriate number and type(s) ofsample vehicle ways will become apparent during definition (e.g.,training and verification) of the classifier.

Block 702

Once a plurality of sample vehicle ways has been identified, a pluralityof associated zones for each of the plurality of sample vehicle ways, isdefined in block 702. Block 702 will be further described below inreference to FIGS. 6Ai-6Avi, 6Bi-6Bvi, 6C, FIG. 8, FIG. 9, FIGS.10A-10B, FIGS. 11A-11F, FIGS. 12A-12D, and FIGS. 13A-13B.

A zone includes an area encompassing an associated vehicle way. Forexample, shown in FIG. 6C is a conceptual diagram of elements of avehicle way, including a bridge element 670 coupled to an employedelement 671. For instance, bridge element 670 comprises an area fortraversal of a vehicle for transitioning therefrom to employed element671. Employed element 671 comprises an area in which the vehiclemanoeuvres, such as for moving and/or parking. A vehicle way may haveone or more of each of bridge elements and employed elements.

Shown in FIG. 6Bi-6Bvi are conceptual diagrams of some specific andnon-limiting examples of zones encompassing the vehicle ways of FIG.6Ai-6Avi.

For example, zone 611 encompasses circular traffic junction 602.Elements of circular traffic junction 602 include bridge elements 628 ofroad segments 606-609 and employed element 630 of circular road segment604. A vehicle traverses one of bridge elements 628 to enter (i.e.,transition into) employed element 630. Once inside employed element 630,the vehicle moves therethrough (i.e., maneuvers) and exits (i.e.,transitions) employed element 630 via a bridge element 628. In thisexample circular traffic junction 602 comprises four bridge elements 628and one employed element 630.

Zone 613 encompasses intersection 612. Elements of intersection 612includes three bridge elements 632 for instance, road segments 614, 616,and 617 and one employed element 634 where road segments 614, 616 and617 intersect.

Zone 615 encompasses traffic junction 618. Elements of traffic junction618 includes two bridge elements 638 including off-ramp portion 622 andmain road 620 portion and one employed element such as off-ramp portion648.

Zone 640 encompasses parking lot 624. Elements of parking lot 624includes a bridge element 642 of entry/exit 629 and an employed element668 including parking area 626.

Zone 652 encompasses road portion 650. Elements of road portion 650includes two bridge elements 654 of road portions 650 and an employedelement 656 of road portion 650.

Zone 660 encompasses a bridge element 662 of on-street parking space 644and an employed element 664 of on-street parking space 644.

In some instances, elements may include physical boundaries of a roadsurface such as a sidewalk, road shoulder, and lane divider, amongothers. In other instances, a vehicle way may not have any physicalboundaries, such as a beaten path created by frequent flow of vehiclesfor accessing a natural attraction as described above.

One of ordinary skill in the art appreciates that the dimensions of azone is selected to encompass and include elements of a vehicle way. Adimension that is too small and does not include the elements, orincludes partial elements, of a vehicle way should be avoided. Forexample, referring to FIG. 6Bii, shown is zone 666 encompassing partialelements of intersection 612—only portions of bridge elements 632 andemployed element 634. In this instance, as zone 666 encompasses aninsufficient portion of intersection 612, only a portion of historicalvehicle data associated therewith will be processed for defining aclassifier. As such, the performance of the defined classifier may bepoor.

Alternatively, a dimension that is too large should also be avoided. Forinstance, a zone should be large enough to encompass a vehicle way,however, not too large such that it includes extraneous areas. Forexample, a zone that is too large may result in unnecessary processingof extraneous historical vehicle data. Furthermore, dimensions of a zonemay affect computing resources and processing time for defining and/orusing a classification model. One of ordinary skill will appreciate thatoptimal zone dimensions will become apparent during definition of theclassifier.

Continuing at block 702, each zone encompassing a vehicle way comprisesa plurality of contiguous known areas, also referred to herein assubzones. Each subzone may have boundaries defined in accordance with ageographic coordinate system representing a unique two-dimensional spaceon the Earth's surface. For example, a zone may be partitioned bysubdividing the zone into a grid of contiguous subzones bound by pairsof latitude and longitude lines. As such, the unique location of eachsubzone known. Each subzone in the plurality of contiguous subzoneswithin a zone shares a boundary with at least one other subzone. Theplurality of contiguous subzones serves to facilitate organization ofall points therein as each subzone comprises an aggregate of a portionof points within a zone. A point located within boundaries of a subzonemay be uniquely associated therewith.

Optionally, a subzone may include a portion of a vehicle way overlappinganother portion of a vehicle way. For instance, the subzone mayrepresent a portion of an overpass that overlaps a portion of a roadwaythereunder. Optionally, a subzone may include a portion of a vehicle wayoverlapped by another portion of a vehicle way. For instance, thesubzone may represent a portion of a roadway that is overlapped by aportion of an overpass.

In some exemplary implementations, zone dimensions may be determinedaccording to the shape and size of an associated vehicle way. FIG. 9 isa simplified diagram of a plurality exemplary zones 908 a-908 f definedfor sample intersections 802 a-802 f, respectively. In this example, thedimensions of each zone are such that the elements of each associatedvehicle way are encompassed thereby. As sample vehicle ways, e.g.,sample intersections 802 a-802 f vary relatively in shape and size, somay respective zones 908 a-908 f.

Each of the plurality of zones 908 a-908 f is partitioned into aplurality of contiguous subzones 910 a-910 f. For instance, each ofzones 908 a-908 f may be subdivided into a grid of contiguous subzonesbound by pairs of latitude and longitude lines. As each of zones 908a-908 f may be different in dimension, each thereof may comprise adifferent number of subzones 910 a-910 f, as shown. For example, zone908 b is smaller than zone 908 f and accordingly, has fewer subzones 910b than the number of subzones 910 f in zone 908 f.

In some embodiments geographic coordinate data of a location (e.g.,LAT/LONG) of a reference point proximate each of the sample vehicle waysis obtained by traffic analytics system 104 a. A reference pointindicates a general area in which a vehicle way may be located.

In an exemplary implementation, a user may view a georeferenced map ofarea 800 on a display and manually identify a reference point proximatesample intersection 802 a. For instance, the georeferenced map may beaccessed via a web page of an online map service, such as a Google Maps.The user may choose reference point 803 a on or near sample intersection802 a, as shown in FIG. 8. The location of reference point 803 a may beobtained, by the user selecting point 803 a on the georeferenced mapwith a pointer, causing text indicating geographic coordinates, (e.g.,LAT/LONG), thereof to appear on the display. Alternatively, a locationof a reference point proximate a vehicle way may be obtained through useof a GPS enabled device or another geographic coordinate sensing device.One of ordinary skill in the art appreciates that there are various waysto obtain a location of a point. Point data indicative of the locationof reference point 803 a may be provided to traffic analytics system 104a, for example, via a user interface or data file accessed by trafficanalytics system 104 a. The reference point may be at or near the centrepoint of a zone.

In an exemplary implementation, a zone may be defined by subdividing areference area into a grid of contiguous subzones according to ahierarchical geospatial indexing system, such as Geohash. Geohash is aknown public domain hierarchical geospatial indexing system which uses aZ-order curve to hierarchically subdivide the latitude/longitude gridinto progressively smaller cells of grid shape. Each cell is rectangularand represents an area bound by a unique pair of latitude and longitudelines corresponding to an alphanumeric string, known as a Geohash stringand/or Geohash code.

In a Geohash system the size of a cell depends on a user defined lengthof a string. The hierarchical structure of Geohash grids progressivelyrefines spatial granularity as the length of string increases. Forexample, shown in FIG. 11A is table 1102 defining the relationshipbetween string length and approximate cell dimensions. As string lengthincreases, cell dimensions decrease, as shown. Cell size is alsoinfluenced by a cell's longitudinal location. Cell width reduces movingaway from the equator (to 0 at the poles) due to the nature oflongitudinal lines converging as they extend away therefrom. Table 1102provides an approximation of Geohash cell dimensions located along theequator.

Some exemplary Geohash system functions will now be described below inreference to FIGS. 11B-11G. FIG. 11F is a simplified conceptual diagramof cell 1132, defined by latitude and longitude lines 1134 and 1136,respectively. Shown in FIG. 11B is a simplified functional block diagramof an exemplary Geohash encode function 1108, for mapping a point to acell. For example, LAT/LONG coordinates, ‘42.620578, −5.620343,’ ofpoint 1130 of FIG. 11F and a user defined length=5 are input to encodefunction 1108 which maps point 1130 to cell 1132. Encode function 1108outputs string ‘ezs42’ corresponding to cell 1132 having dimensions 4.89km×4.89 km. One of ordinary skill appreciates that encode function 1108will map any point within cell 1132 to the same string, ‘ezs42.’

FIG. 11C is a simplified functional block diagram of an exemplaryGeohash decode function 1110 for resolving a string to the centre pointof the corresponding cell. For example, string ‘ezs42’ is input todecode function 1110 and decoded to cell 1132 centre point 1135 atLAT/LONG coordinates ‘42.60498047, −5.60302734.’ In contrast to encodefunction 1108, decode function 1110 resolves an input string to LAT/LONGcoordinates of one point only, specifically, the centre point of thecorresponding cell.

FIG. 11D is a simplified functional block diagram of an exemplaryGeohash bounds function 1112 for resolving a string into ° N/° S, ° W/°E line pairs that bound the corresponding cell. For example, string‘ezs42’ is input to bounds function 1112 which outputs (42.626953125° N,42.5830078125° N), (−5.5810546875° E, −5.625° E) line pairs boundingcell 1132, as shown in FIG. 11F.

FIG. 11E is a simplified functional block diagram of an exemplaryGeohash neighbours function 1114 for determining the closest 8neighbouring (e.g., adjacent) cells to a given cell. For example, string‘ezs42’ is input into neighbours function 1114 which outputs strings ofthe closest 8 neighbouring cells at relative positions NW, W, NE, W, E,SW, S, and SE to cell 1132. FIG. 11G is a simplified conceptual of cell1132 and its 8 closest neighbouring cells 1140.

In an exemplary implementation, each of the plurality of zones 908 a-908f of FIG. 9 is partitioned into a plurality of contiguous subzones 910a-910 f, respectively, in the form of Geohash cells. As mentioned above,sample vehicle ways may be selected from various locations and thus maybe located at different longitudes. As such, dimensions of Geohash cellsacross a plurality of zones may differ at different longitudes.

In some exemplary implementations, zone dimensions may be dependent ondimensions that are likely to encompass most vehicle ways to be definedusing a classifier. For example, shown in FIG. 10A, is a simplifieddiagram of a plurality of reference areas 1008 a-1008 f of a samedimension defined for sample intersections 802 a-802 f, respectively.Dimensions of reference areas 1008 a-1008 f are approximated toencompass most intersections within an intersection population that maybe defined by a classifier. In this example, reference areas 1008 a-1008f are circular in shape having a radius R. In some instances, areference area may be defined relative to the location of the referencepoint of the vehicle way. For instance, reference areas 1008 a-1008 fare centred about reference points 803 a-803 f of sample intersections802 a-802 f. Accordingly, reference areas 1008 a-1008 f are defined byradius R extending from the reference points 803 a-803 f respectively.

In an exemplary implementation, the inventor determined a reference areadefined radially 25 m from the reference point encompasses mostintersections within an intersection population of interest whilstavoiding extraneous areas.

As noted above, for a plurality of different types and/or subtypes ofvehicle ways a plurality of classifiers may be defined. As such, optimalzone dimensions may vary according to the classifier. One of ordinaryskill will appreciate that an optimal zone dimensions will becomeapparent during definition of the classifier.

FIG. 10B is a simplified conceptual diagram of a plurality of exemplaryzones 1010 a-1010 f imposed on sample intersections 802 a-802 f, eachcomprising a plurality of contiguous subzones 1011 a-1011 f. In thisexample, reference areas 1008 a-1008 f of FIG. 10A are partitioned intoa plurality of contiguous subzones in the form of Geohash cells. FIG.12A is a flow diagram of one exemplary process 1200 for subdividing areference area into a grid of Geohash cells.

Subdividing a reference area into a grid of Geohash cells process 1200begins at block 1202 wherein a reference point of a sample vehicle wayis mapped to a Geohash cell. For example, LAT/LONG coordinates ofreference point 803 a is input into encode function 1108 and thecorresponding Geohash string is output thereby. Shown in FIG. 12B is asimplified diagram of reference area 1008 a, including reference point803 a and cell 1240, the Geohash cell to which reference point 803 a wasmapped. Geohash cell 1240 serves as a centre cell from which a grid ofcontiguous Geohash cells for subdividing reference area 1008 a isformed.

Next at block 1204, a plurality of Geohash neighbours of the centre cellis determined. For instance, the Geohash string of the centre cell 1240is input to neighbours function 1114, and corresponding strings ofneighbour cells 1242 of Geohash cell 1240 are output. FIG. 12C is asimplified conceptual diagram of centre cell 1240 and its 8 closestneighbouring cells 1242. Block 1204 repeats a similar step of determineneighbouring cells of neighbouring cells until reference area 1008 a iscompletely subdivided into a grid of contiguous Geohash cells, as shownin FIG. 12D. Block 1204 may utilize Geohash bounds function 1112 todetermine when to stop process 1200. For example, coordinates for theboundary of reference area 1008 may be input into bounds function 1112to determine which Geohash cells in the grid include the boundary. Oncethe entire boundary is within a Geohash process 1200 may stop. One ofordinary skill appreciates that there are other methods to manipulate ordivide space using a Geohash system.

Once reference areas are partitioned into a plurality of contiguoussubzones, the associated zone may be defined by peripheral edges of theplurality of contiguous subzones. For instance, once reference areas1008 a-1008 f are defined, they are partitioned into a plurality ofcontiguous subzones 1010 a-1010 b and the peripheral edges 1248 of eachthereof define zones 1011 a-1011 f.

In general, subzones are not limited to a particular dimension, size orshape. However, these attributes may affect processing time andresources for defining and/or using a classification model. Forinstance, higher precision subzones, will increase the number ofsubzones for processing in comparison to lower precision subzones for agiven zone.

Embodiments described herein are not limited to partitioning a zone withGeohashes. For example, a zone may be partitioned according to anotherhierarchical geospatial indexing system, e.g., H3—Uber's HexagonalHierarchical Spatial Index, or other system. Alternatively, a zone maybe partitioned according to another method for subdividing geographicalspace.

One of skill in the art will appreciate that a zone may be defined inmultiple ways. For instance, a plurality of contiguous subzones may bedefined by creating a zone of a shape unique to a corresponding samplevehicle way, as shown in FIG. 9. In another instance, a reference areamay be partitioned into a plurality of contiguous subzones to create azone, as shown in FIG. 10B. The methods for defining a zone describedherein are examples only and are not intended to limit embodiments.

According to some embodiments, for each of the plurality of zones,subzone data may be formed. For each subzone, subzone data may compriseinformation indicating a unique identifier and location (e.g.,geographic coordinates of boundaries) of the subzone. Subzone data mayalso comprise information indicating the closest neighbours of thesubzone and/or other subzone related information.

FIG. 13A is a simplified conceptual diagram of exemplary subzone data1302 formed for zone 1010 a. In this example subzone data 1302 comprisesGeohash string data which serves as a unique identifier of each subzone.As described above, the location of a Geohash cell (i.e. subzone) may bedetermined from a Geohash string, such as by inputting a Geohash stringinto Geohash system bounds function 1112.

Alternatively, subzone data may comprise unique ID data which serves asa unique identifier of each subzone and boundary coordinates ofboundaries thereof, such as LAT/LONG pairs. For example, FIG. 13B is asimplified conceptual diagram of subzone data 1304 formed for zone 1010a comprising Geohash string data which serves as a unique identifier ofeach subzone and LAT/LONG pairs defining boundaries of each Geohash.

Optionally, subzone data may include information indicative of a Geohashcell's 8 closest neighbours.

In some instances, two or more of a plurality of zones may overlap, forexample, zones 1010 d and 1010 f of FIG. 10B. However, in suchinstances, a subzone within more than one zone may skew training and/oroutput of a classification model. For example, vehicle data associatedwith subzones within multiple zones may be overrepresented in trainingand result in a biased classifier.

Block 704

Next, at block 704, a subzone common to multiple zones may be associatedwith a unique zone and then each of the multiple zones is redefined toinclude a new unique plurality of subzones. For example, subzone data ofthe multiple zones are modified in accordance with the redefinitionthereof. Block 704 will be described in further detail below withreference to FIGS. 14A-14C, FIGS. 15A-15B, and FIGS. 16A-16B.

In an exemplary implementation, the distance between the common subzoneand each of the centre subzones of the multiple zones is calculated. Thecommon subzone is uniquely associated with the zone having a centresubzone that is the shortest distance thereto.

For example, shown in FIG. 14A, is a simplified conceptual diagram ofzones 1010 d and 1010 f comprising centre subzones 1404 and 1406respectively, and a plurality of common subzones located withinoverlapping portion 1402 thereof. FIG. 14B is an enlarged view of aportion of zones 1010 d and 1010 f comprising overlapping portion 1402that includes subzone 1408. Distance D1 between common subzone 1408 andcentre subzone 1404 of zone 1010 d is shorter than distance D2 betweencommon subzone 1408 and centre subzone 1406 of zone 1010 f, as shown. Assuch, common subzone 1408 is uniquely associated with zone 1010 d andzone 1010 f is redefined to not include common subzone 1408. Eachsubzone within portion 1402 is analyzed and then uniquely associatedwith one of zones 1010 d and 1010 f followed by the redefinitionthereof. FIG. 14C is a simplified conceptual diagram of redefined zones1010 d and 1010 f.

FIG. 15A is a simplified conceptual diagram of zone 1010 a comprisingvehicle-position data points 1502 representing positions of vehiclesindicated by raw vehicle data. Now referring to FIG. 15B, shown is anenlarged view of portion 1012 of area 800 imposed on the diagram of FIG.15A. Vehicle-position data points 1502 are present within sample vehicleway 802 a, areas 1504 in parking lots 805, portion 1508 of side street1506, as well as in portions 1510 of green space areas 807, as shown.Vehicle-position data points found in portions 1510 may be due to GPSerror or other position sensing technology error. As described above, aclassifier for identifying subzones as portions of a vehicle way will bedefined based on raw vehicle data associated with the subzones andcorresponding zone. FIG. 15B illustrates how vehicle traffic may bedispersed in a zone in practise. However, a classifier may be used toidentify only those subzones that are occupied by the vehicle way basedon raw vehicle data associated with the entire zone.

FIG. 16A shows an enlarged view of portion 1012 of area 800 comprisingsample intersection 802 a and paths 1602, 1604 and 1606 of one or morevehicles that have traversed therethrough. A same vehicle may havetraversed sample intersection 802 a at three different time intervals.Alternatively, three unique vehicles may have traversed sampleintersection 802 a. Paths 1602, 1604 and 1606 may be have been traversedby any combination of one or more vehicles.

Now referring to FIG. 16B, shown is conceptual diagram of zone 1010 aand vehicle position-data points 1608 representing position data of rawvehicle data instances that correspond to a position along paths 1602,1604 and 1606. As shown in FIG. 16B, no vehicle-position data pointscorrespond to path 1606. Data collected by a monitoring device wheninside a zone may depend on various factors, such as, the frequency amonitoring device collects operation information, the size of the zone,or other predefined criteria for collecting data, among others. As aresult, there may be instances when a monitoring device collectslittle-to-no data when traversing a zone. Accordingly, there may beoccasions when selecting raw vehicle data based on vehicle position dataindicating a position within a zone may not provide enough meaningfulinformation that relates to all vehicles that have entered the zone. Itwould be advantageous to maximize information available in historicalvehicle data related to vehicles that have entered a zone.

Block 706

Next, at block 706, a subset of raw vehicle data associated with each ofthe plurality of zones is selected from historical vehicle data. In anexemplary implementation, traffic analytics system 104 a may accesshistorical vehicle data, such as historical vehicle data in database209, for selecting the subset stored by traffic analytics system 104 avia communication network 110.

According to an embodiment, the subset of raw vehicle data may beselected based on positions inside a zone. Optionally, the subset of rawvehicle data may be selected based on positions inside and outside thezone. FIG. 16C illustrates vehicle position-data points corresponding topositions within portion 1012 of area 800. Including raw vehicle datacorresponding to positions both inside and outside zone 1010 a in thesubset enables inclusion of raw vehicle data corresponding to thepositions on path 1604, represented by vehicle-position data points1616. This also enables inclusion of more raw vehicle instancescorresponding to paths 1602 and 1606, represented by vehicle-positiondata points 1618.

Block 708

Next, in block 708 interpolating data instances from the subset of rawvehicle data may be performed. For example, FIG. 16D illustratesvehicle-position data points 1621 corresponding to interpolated datainstances. Selecting raw vehicle data corresponding to locations insideand outside a zone, at block 706, and then interpolating data therefromat block 708, may provide more meaningful data for the purpose oftraining a machine learning algorithm in comparison to training based onraw vehicle data instances corresponding to locations inside a zoneonly. Block 708 is described further below with reference to FIGS.16E-16F, FIG. 17, and FIGS. 18A-18B.

Optionally, data instances are interpolated in dependence on thedimensions of subzones of a zone. For example, interpolating data suchthat there is one of an interpolated instance or raw vehicle datainstance corresponding to a position in each subzone along a given pathof a vehicle. Referring to FIG. 16E, shown is a conceptual diagram ofzone 1010 a comprising plurality of subzones 1011 a of approximatedimension 4.77 m×4.77 m. In this example, data instances areinterpolated such that there is at least one of an interpolated instanceor raw vehicle data instance corresponding to a location in eachsubzone.

Alternatively, data may be interpolated from raw vehicle datacorresponding to positions only inside a zone. Such as interpolated datainstances corresponding to vehicle-position data points 1614, alongportions 1610 and 1612 of paths 1602 and 1606, as shown in FIG. 16F.

Alternatively, there may be a sufficient amount of meaningful rawvehicle data corresponding to locations inside a zone that selecting rawvehicle data corresponding to locations outside a zone is unnecessary.Alternatively, there may be a sufficient amount of meaningful rawvehicle data in historical vehicle data that interpolation isunnecessary.

According to some embodiments, the subset of raw vehicle data associatedwith a zone comprises raw vehicle data corresponding to positions withina traffic zone. In some instances, a traffic zone may encompass a uniquezone. In other instances, a traffic zone may encompass more than onezone. FIG. 17 is a simplified diagram of an exemplary implementation oftraffic zone 1700 encompassing zones 1010 a-1010 f. For instance,geographic coordinates of boundaries 1702 of traffic zone 1700 areprovided to traffic analytics system 104 a for defining traffic zone1700.

FIG. 18A is a simplified block diagram of process 1800 a for obtainingdata, hereinafter referred to as vehicle data, for generating features.Vehicle data may be indicative of vehicle operating conditions for aplurality of corresponding vehicles. As mentioned above, such data maybe a subset of raw vehicle data selected from first historical vehicledata 404 that corresponds to a location within a zone and/or trafficzone. For example, boundary data 1802 comprises zone boundary dataand/or traffic zone data indicative of locations of boundaries of a zoneand/or a traffic zone, respectively. In block 1804, raw vehicle data isselected from first historical vehicle data 404 based on boundary data1802 to form first vehicle data 1810.

FIG. 18B is a simplified block diagram of an alternative process 1800 bfor obtaining vehicle data for generating features. Such data may be asubset of raw vehicle data selected from first historical vehicle data404 that corresponds to a location within a zone and/or traffic zone.For example, boundary data 1802 comprises zone boundary data and/ortraffic zone data indicative of locations of boundaries of a zone andtraffic zone, respectively. In block 1804, raw vehicle data is selectedfrom first historical vehicle data 404 based on boundary data 1802.Next, in block 1806, data is interpolated from the raw vehicle dataselected in block 1802 and first vehicle data 1810 comprising the rawvehicle data and the data interpolated therefrom is formed.

Optionally, raw vehicle data selected from first historical vehicle data404 may be selected based on date and time operating conditions arelogged. For instance, raw vehicle data corresponding to a particulardate and/or time range is selected. For example, only raw vehicle datacollected over the last 3 months may be selected.

Optionally, at block 1804, the selected data is pre-processed, theselected data is pre-processed, such as, by removing outliers (e.g.,unlikely speed values), duplicate values, and the like.

Block 710

Next, in block 710, features for each of the plurality of subzones ofeach of the plurality of zones are extracted from vehicle data. Featuresof the types described herein may include features that are present in avehicle data instance or a subset of vehicle data instances and/orfeatures derived therefrom. Features present in an instance or a subsetof instances may include numeric values that are explicitly set outtherein. Specific and non-limiting examples of such features include, aminimum or maximum numeric value in the subset (where a minimum/maximummay be absolute and/or relative). The minimum or maximum data value mayrequire some analysis, such as a comparison of values, but theminimum/maximum value itself will be a value found within the subset.For instance, a plurality of vehicle data instances in a vehicle datasubset may be analyzed to determine a maximum speed of the subset. Block710 is further described below with reference to FIGS. 19A-19B, FIGS.20A-20E, FIG. 21, FIGS. 22A-22B, FIG. 23, and FIGS. 24A-24B.

Derived features may describe an instance or subset of vehicle datainstances, but include a value not found therein. Instead, a value of aderived feature may be derived from the instance or subset, such asobtained through performing one or more computations on the instance orsubset. Specific and non-limiting examples of derived features includeaverage speed, total number of vehicle visits and ignition ratio.Optionally, a derived feature may describe a first derived featureforming a second derivative of the first derived feature. Additionalderivatives of features may also be possible.

The features may additionally or alternatively be derived from theperformance of one or more statistical computations on a vehicle datasubset. For instance, a derived feature that may be employed may includestandard deviation, mean, and median of values found in a vehicle datasubset. For example, standard deviation, mean, and/or median of speedvalues of vehicles that have traversed a subzone. Features will bedescribed in greater detail below.

The features may be prepared for use in training the model, forinstance, by traffic analytics system 104 a. Preparing the data mayinclude various functions such as removing outliers (e.g., unlikelyspeed values), duplicate values, and the like.

FIG. 19A is a conceptual block diagram of a feature extraction functionfor generating features from vehicle data. In block 1904, a subset ofvehicle data for each of the plurality of subzones of the plurality ofzones may be selected from vehicle data based on subzone data. Onceselected, the subset of vehicle data is analyzed and/or computations areperformed thereon to extract/generate subzone features 1906. For eachsubzone in each zone, a plurality of features is generated. Thesefeatures may be used to identify patterns in the features by a machinelearning algorithm during training for defining a classifier.

For example, a subset of vehicle data is be selected from first vehicledata 1810 based on subzone data 1902 for each of the plurality ofsubzones of zones 1010 a-1010 f. Once selected, the subset of vehicledata instances is analyzed and/or computations are performed thereon toextract/generate features 1906. For instance, for each Geohash in zones1010 a-1010 f, a plurality of features, (e.g., F1-Fn) are generated.FIG. 19B is an exemplary table 1908 representing data comprising aplurality of features for each Geohash.

Subzone-Related Features

According to an embodiment, a plurality of subzone-related features isbased on and/or derived from a subset of vehicle data associated witheach subzone.

In a first exemplary implementation, the subset is a first subset ofvehicle data corresponding to a position within a subzone.Subzone-related features indicate measurements/attributes of vehicleoperating conditions of at least one vehicle that has operated in thesubzone.

For example, FIG. 20A is a conceptual diagram of portion 2002 of zone1010 a as demarcated by line 1250A-1250A of FIG. 12D. Portion 2002comprises subzone 2004, as shown. An enlarged view of subzone 2004 isdepicted in FIG. 20B comprising vehicle-position data points 2006 eachthereof indicative of a position of one or more vehicles that haveentered subzone 2004 at one point in time.

Illustrated in FIG. 20C is a simplified functional block diagram of afunction that may be implemented at block 1904. First vehicle data 1810and subzone 2004 subzone data 2007 is provided in block 2008 and a firstsubset of vehicle data corresponding to a position within subzone 2004may be selected. The first subset of vehicle data is represented by thevehicle-position data points 2006 shown in FIG. 20B. Once selected, thefirst subset of vehicle data is processed at block 2010. For instance,the first subset of vehicle data instances may be analyzed and/or havecomputations performed thereon at block 2010 to form at least onefeature 2012.

FIG. 20D is a table 2014 representing an example of a first subset ofvehicle data corresponding to a position within subzone 2004. Positiondata 2018 of each instance 2016 is represented by vehicle-position datapoints 2006 as shown in FIG. 20B. Subzone-related features formed fromprocessing the first subset of vehicle data are indicative ofattributes/measurements of vehicle operating data of vehicles withcorresponding device IDs ID1, ID2, ID3, ID4, when operating in subzone2004. These subzone-related features may be used by the ML algorithm toidentify patterns. For descriptive purposes, only 4 vehicles are shownto have entered subzone 2004, in this example. In practice however, thenumber of vehicles that may enter a subzone may be more or less thanfour.

Some specific and non-limiting examples of the subzone-related featuresare provided in Table 1 below.

TABLE 1 Subzone-related Features Minimum vehicle speed Maximum vehiclespeed Average vehicle speed Median vehicle speed Standard deviation ofvehicle speed Minimum ignition Maximum ignition Total number ofignitions on Total number of ignitions off Average number of ignitionsIgnition ratio Total number of vehicle visits Average number ofvisits/vehicle Minimum number of vehicle visits/day Maximum number ofvehicle visits/day Average number of vehicle visits/day Median number ofvehicle visits/day Standard deviation of number of vehicle visits/dayMinimum unique number of vehicle visits/day Maximum unique number ofvehicle visits/day Median unique number of vehicle visits/day Standarddeviation of unique number of vehicle visits/day Average unique numberof visits/day Total number of unique vehicle visits

Other subzone-related features may be based on and/or are derived fromthe first subset of vehicle data instances. Embodiments are not intendedto be limited to the example features described herein. FIG. 20E is atable of exemplary subzone-related features and feature values based onthe subset of vehicle data instances. Other features may be based onand/or be derived from the first subset of vehicle data.

Ignition state indicates whether a vehicle is in a driveable state ornot. For example, an internal combustion engine (ICE) vehicle has anignition state of on when the engine is on. An ICE vehicle has anignition state of off when the engine is off, even if electrical poweris provided to vehicle circuitry by the battery. In another example, anelectric vehicle (EV) has an ignition state of on when electricity isprovided to the EV's electric motor, whereas the ignition state is offwhen no electricity is provided to the EV's electric motor.

The minimum ignition feature of a subzone has a value of 1 only when allvehicles that have entered a subzone have an ignition state of 1. Thismay indicate that the vehicle way is not employed as a parking area.

The maximum ignition feature has a value of 0 only when all vehicles ina subzone have an ignition state of off. This may indicate that thesubzone is a portion of vehicle way employed as a parking area.

The ignition ratio feature is defined as,

${{Ignition}\mspace{14mu}{ratio}} = \frac{{Total}\mspace{14mu}{number}\mspace{14mu}{of}\mspace{14mu}{ignitions}\mspace{14mu}{off}}{\begin{matrix}{\left( {{Total}\mspace{14mu}{number}\mspace{14mu}{of}\mspace{14mu}{ignitions}\mspace{14mu}{off}} \right) +} \\\left( {{Total}\mspace{14mu}{number}\mspace{14mu}{of}\mspace{14mu}{ignitions}\mspace{14mu}{on}} \right)\end{matrix}}$

In a second exemplary implementation, subzone-related features may bebased on and/or derived from the first subset of vehicle data and asecond subset of vehicle data including vehicle data temporallypreceding and/or subsequent thereto for a same vehicle.

For instance, the first and second subsets of vehicle data may beprocessed for providing subzone-related features indicative of dwelltime of a vehicle within a given subzone. Shown in FIG. 21 is asimplified diagram of subzone 2004 and vehicle-position data point 2006representing a vehicle position at T1 according to vehicle data. A dwelltime of a vehicle within subzone 2004 may be determined by obtainingvehicle data corresponding to the same vehicle at a preceding point intime, T0, and a subsequent point in time, T2, represented byvehicle-position data points 2106 and 2108 respectively. As geographiccoordinates of boundaries of subzone 2004 are known, the time TA (2110)between the time a vehicle enters subzone 2004 and arrives at position2006, and the time TB (2112) between the time the vehicle leavesposition 2006 and exits subzone 2004 may be determined. The dwell time,(e.g., how long the vehicle is in a subzone) may be calculated by,TDwELL=TA+TB. For each vehicle that enters subzone 2004 a dwell time iscalculated and features, average dwell time, minimum dwell time, maximumdwell time, median dwell time and standard deviation of dwell time arebased thereon or derived therefrom.

In a third exemplary implementation, subzone-related features may bebased on and/or derived from the first subset of vehicle data and athird subset of vehicle data including vehicle data corresponding tovehicle data temporally subsequent thereto for a same vehicle. In thisexample subzone-related features relates to the travel time of a vehiclebetween a location within a subzone and the first location the vehicleignition state is off. In other words, the travel time between aposition within a subzone and position the vehicle parks, i.e., time topark.

FIG. 22A is a simplified diagram of a path of a vehicle that hastraversed subzone 2004 having a related vehicle data instancecorresponding to vehicle-position data point 2006 at time T1, as shown.Each temporally subsequent vehicle data instance is represented by avehicle-position data points 2204 at times T1-T14 each representing anew location of a same vehicle at consecutive points in time as thevehicle travels along path 2200. Vehicle-position data point 2206 at T14represents the first location the vehicle ignition is turned off,indicating that the car has parked. The time to park from position 2006to 2206 may be calculated as T_(TIMETOPARK)=T14−T1. For each vehiclethat enters subzone 2004 the time to park is calculated to providesubzone-related features such as, average time to park, minimum time topark, maximum time to park, median time to park, and standard deviationof time to park.

Table 2210 of FIG. 22B represents a third subset of vehicle datacorresponding to vehicle-position data points 2204 at times T1-T14.

In some cases, a vehicle ignition is ON and the speed is 0 km/hr, suchas at T9. For example, when a vehicle is not moving yet the ignition ison. For instance, at red lights, stop signs, heavy traffic(stop-and-go), picking up passengers, going through a drive through,among others.

Zone-Related Features

According to an embodiment, zone-related features may be based on and/orderived from a fourth subset of vehicle data instances associated withthe zone and/or subzone-related features. Table 2 lists specific andnon-limiting examples of such zone-related features. These zone-relatedfeatures may be determined for each subzone of the plurality of subzonesfor each zone of the plurality of zones.

TABLE 2 Zone-Related Features Zone Minimum Ignition OFF Zone MaximumIgnition OFF Zone Average Vehicle Speed Zone Maximum Vehicle Speed ZoneMinimum Vehicle Speed Zone Average Number of Unique Visits/Day ZoneMinimum Number of Unique Visits/Day Zone Maximum Number of UniqueVisits/Day Zone Average Median Number of Unique Visits/Day Zone TotalAverage Number of Unique Visits/Day

In a first exemplary implementation, zone average speed may bedetermined by selecting a subset of vehicle data instances correspondingto a position within a zone and calculating the average speed therefrom.

In a second exemplary implementation, zone average speed may bedetermined by calculating an average of the average speedsubzone-related features of all subzones in a zone.

According to an embodiment, other zone-related features may be based onand/or derived from a fifth subset of vehicle data instances associatedwith the zone. Table 3 lists specific and non-limiting examples of suchzone-related features. These zone-related features may be determined foreach subzone of the plurality of subzones for each zone of the pluralityof zones.

TABLE 3 Zone-Related Features Zone Total Number of Visits Zone TotalNumber of Unique Visits

In an exemplary implementation, zone total number of visits may bedetermined by selecting a subset of vehicle data instances correspondingto a position within a zone and calculating the total number of vehiclesthat correspond to the zone.

According to an embodiment, other zone-related features may be based onand/or derived from another portion of subzone-related features. Table 4lists specific and non-limiting examples of such zone-related features.These zone-related features may be determined for each subzone of theplurality of subzones for each zone of the plurality of zones.

TABLE 4 Zone-Related Features Zone Average Time to Park Zone MaximumTime to Park Zone Minimum Time to Park Zone Maximum Dwell Time ZoneMinimum Dwell Time Zone Median Dwell Time Zone Average Dwell Time ZoneMinimum Number Of Unique Visits Zone Average Number Of Unique VisitsZone Maximum Number Of Unique Visits Zone Average Total Number of VisitsZone Maximum Total Number of Visits Zone Minimum Total Number of Visits

For example, zone average dwell time may be determined by calculating anaverage of the average dwell time subzone-related features of allsubzones in a zone.

Subzone-Zone-Related Features

According to an embodiment, subzone-zone-related features may be basedon and/or derived from a portion of subzone-related features inrelationship to a portion of zone-related features. Subzone-zone-relatedfeatures are determined for each subzone of the plurality of subzonesfor each zone of the plurality of zones.

Specific and non-limiting examples of relationship-based features arelisted in Table 5 below.

TABLE 5 Subzone-Zone-Related Features Minimum Vehicle Speed RatioAverage Vehicle Speed Ratio Maximum Vehicle Speed Ratio Minimum IgnitionOff Ratio Maximum Ignition Off Ratio Maximum Dwell Time Ratio MinimumDwell Time Ratio Average Median Dwell Time Ratio Average Dwell TimeRatio Minimum Time to Park Ratio Average Time to Park Ratio Maximum Timeto Park Ratio Minimum Number of Unique Vehicle Visits Ratio MaximumNumber of Unique Vehicle Visits Ratio Average Number of Unique VehicleVisits Ratio Minimum Unique Number of Vehicle Visits/Day Ratio MaximumUnique Number of Vehicle Visits/Day Ratio Average Unique Number ofVehicle Visits/Day Ratio Total Unique Number of Vehicle Visits/Day RatioAverage Median Unique Number of Vehicle Visits/Day Ratio Minimum TotalNumber of Vehicle Visits Ratio Maximum Total Number of Vehicle VisitsRatio Average Total Number of Vehicle Visits Ratio Total Number ofVehicle Unique Visits Ratio Total Number of Vehicle Visits Ratio

In an exemplary implementation, subzone-zone-related feature averagespeed ratio may be determined by calculating the ratio ofsubzone-related feature average speed to zone-related feature, zoneaverage speed.

As described above, raw vehicle data may be selected from historicalvehicle data based on a particular date and/or time period. As such,values of features described herein may vary accordingly.

Spatial-Related Features

According to an embodiment, spatial-related features may be based onand/or derived from spatial relationship data of a subzone to the zone.According to an embodiment, spatial-related features may be based onand/or derived from a spatial relationship data of a subzone to theplurality of subzones, or a portion thereof, of a zone.

In a first exemplary implementation, for each subzone, a spatial-relatedfeature may be based on and/or derived from the distance of the subzoneto the centre point of a zone. For instance, one method for determiningthe distance between a subzone and the centre point of a zone comprises,determining a location of a centre point of the subzone and the locationof the centre point of the centre subzone of a zone. Next, the distancetherebetween is calculated. For example, shown in FIG. 23 is asimplified diagram of portion 2002 including centre point 2006 ofsubzone 2004, and reference point 803 a, which may be a centre point, ofzone 1010 a. The distance 2304 between centre point 2006 and referencepoint 803 a is determined, for instance, by using the Haversine formula.

In a second exemplary implementation, for each subzone, a feature may bebased on and/or derived from the number of subzones adjacent the subzone(e.g., number of Geohash neighbours). FIG. 24A is a simplifiedconceptual diagram of portion 2002 including subzone 2004 having 8adjacent subzones 2402. FIG. 24B is also a simplified conceptual diagramof portion 2002 including subzone 2404 having 4 adjacent subzones 2406.In these examples, the features for subzones 2004 and 2404 may havevalues 8 and 4 respectively. Alternatively, features for subzones 2004and 2404 may have values be derived therefrom.

In a third exemplary implementation, for each subzone, a feature may bebased on and/or derived from the number of subzones adjacent the subzone(e.g., number of Geohash neighbours) having vehicle data correspondingto a location therein. FIG. 24A shows subzone 2004 having 8 adjacentsubzones 2402. If no vehicle data corresponds to 3 of those adjacentsubzones the value of the feature is 5. In other words, if vehicles didnot enter 3 of the 8 subzones, the number of adjacent subzones havingvehicle data corresponding to a location therein is 5.

Spatial-related features are determined for each subzone of theplurality of subzones for each zone of the plurality of zones.

Example features are not intended to limit embodiments to the featuresdescribed herein.

Block 712

In block 712 training data is formed. For instance, for each subzone,above described features are determined to create training data.Training data further includes an indication of the class of eachsubzone.

Shown in FIG. 25A is a conceptual diagram of a portion of sample vehicleway in the form of sample intersection 802 a and zone 1010 a imposedthereon. Shaded subzones 2502 of zone 1010 a indicate that they areportions of sample intersection 802, whereas the unshaded subzones 2504are not portions of sample intersection. Table 2510 of FIG. 25Brepresents training data including subzone ID, a plurality of featuresgenerated for each associated subzone, and a class label, indicating asubzone is one of a ‘vehicle way’ class, (e.g., a portion of samplevehicle way, such as sample intersection 802 a) or a ‘not-vehicle way’class (e.g., not a portion of a sample vehicle way).

Block 714

Finally, in block 714, a machine learning technique, such as randomforest technique, is implemented using training data to define aclassifier for classifying a subzone as one of a vehicle way class ornot-vehicle way class. The training data used may include all or aportion of the features described herein. Optionally, other features maybe included in the training data.

For example, FIG. 26 is a high-level flow diagram of an exemplaryprocess 2600 for using a machine learning technique to define aclassifier for classifying subzones. Process 2600 begins at block 2602where training data, such as training data represented by table 2510, isinput to a machine learning algorithm. Next, at block 2604, a classifierthat is generated by training the ML algorithm is verified, and at block2606 the performance of the classifier is evaluated. If the classifiermeets performance criteria, (e.g., passes verification) process 2600ends at block 2610. However, if the performance criteria are not met,(e.g., fails verification), the process 2600 continues to block 2608where modifications to training data or machine learning algorithmparameters may be performed and process 2600 continues until the definedclassifier meets the required performance criteria.

Optionally, modifications to other parameters may also be performedshould performance criteria not be met. Such as, the relative positionof the reference areas from the reference points and/or subzonedimensions (e.g., Geohash precision). When performance criteria are met,classifier data associated with the classifier may be generated. Suchclassifier data may be indicative of the relative position of thereference areas from the reference points that were used for definingthe classifier. The classifier data may also be indicative of subzonedimensions (e.g., Geohash precision) of subzones used for defining theclassifier. This classifier data may be useful when using the classifierfor defining a vehicle way. Each classifier may have unique classifierdata associated therewith.

Included in the discussion above are a series of flow charts showing thesteps and acts of various processes. The processing and decision blocksof the flow charts above represent steps and acts that may be includedin algorithms that carry out these various processes. Algorithms derivedfrom these processes may be implemented as software integrated with anddirecting the operation of one or more processors, may be implemented asfunctionally-equivalent circuits such as a Digital Signal Processing(DSP) circuit, a Field Programmable Gate Array (FPGA), anApplication-Specific Integrated Circuit (ASIC), or may be implemented inany other suitable manner. It should be appreciated that the flow chartsincluded herein do not depict the syntax or operation of any circuit orof any programming language or type of programming language. Rather, theflow charts illustrate the functional information one skilled in the artmay use to fabricate circuits or to implement computer softwarealgorithms to perform the processing of an apparatus carrying out thetypes of techniques described herein. It should also be appreciatedthat, unless otherwise indicated herein, the sequence of steps and/oracts described in each flow chart is merely illustrative of thealgorithms that may be implemented and can be varied in implementationsand embodiments of the principles described herein.

Accordingly, in some embodiments, the techniques described herein may beembodied in computer-executable instructions implemented as software,including as application software, system software, firmware,middleware, embedded code, or any other suitable type of computer code.Such computer-executable instructions may be written using any ofseveral suitable programming languages and/or programming or scriptingtools and may be compiled as executable machine language code orintermediate code that is executed on a framework or virtual machine.

Computer-executable instructions implementing the techniques describedherein may, in some embodiments, be encoded on one or morecomputer-readable media to provide functionality to the media.Computer-readable media include magnetic media such as a hard diskdrive, optical media such as a Compact Disk (CD) or a Digital VersatileDisk (DVD), Blu-Ray disk, a persistent or non-persistent solid-statememory (e.g., Flash memory, Magnetic RAM, etc.), or any other suitablestorage media. As used herein, “computer-readable media” (also called“computer-readable storage media”) refers to tangible storage media.Tangible storage media are non-transitory and have at least onephysical, structural component. In a “computer-readable medium,” as usedherein, at least one physical, structural component has at least onephysical property that may be altered in some way during a process ofcreating the medium with embedded information, a process of recordinginformation thereon, or any other process of encoding the medium withinformation. For example, a magnetization state of a portion of aphysical structure of a computer-readable medium may be altered during arecording process.

While not illustrated in FIGS. 3A, 3B, 5A, and 5B, traffic analyticssystem 104 a, 104 b and intelligent telematics system 500 a, 500 b mayadditionally have one or more components and peripherals, includinginput and output devices. These devices can be used, among other things,to present a user interface. Examples of output devices that can be usedto provide a user interface include printers or display screens forvisual presentation of output and speakers or other sound generatingdevices for audible presentation of output. Examples of input devicesthat can be used for a user interface include keyboards, and pointingdevices, such as mice, touch pads, and digitizing tablets. As anotherexample, traffic analytics system 104 a, 104 b and intelligenttelematics system 500 a, 500 b may receive input information throughspeech recognition or in other audible format.

Embodiments have been described where the techniques are implemented incircuitry and/or computer-executable instructions. It should beappreciated that some embodiments may be in the form of a method orprocess, of which at least one example has been provided. The actsperformed as part of the method or process may be ordered in anysuitable way. Accordingly, embodiments may be constructed in which actsare performed in an order different than illustrated, which may includeperforming some acts simultaneously, even though shown as sequentialacts in illustrative embodiments. Various aspects of the embodimentsdescribed above may be used alone, in combination, or in a variety ofarrangements not specifically discussed in the embodiments described inthe foregoing and is therefore not limited in its application to thedetails and arrangement of components set forth in the foregoingdescription or illustrated in the drawings. For example, aspectsdescribed in one embodiment may be combined in any manner with aspectsdescribed in other embodiments.

Embodiments of the present invention provide one or more technicaleffects. In particular, the ability to repurpose raw vehicle dataindicative of vehicle operating conditions originally intended for fleetmanagement for use by a traffic analytics system and/or an intelligenttelematics system for defining locations of vehicle ways. Using speeddata and ignition state data of raw vehicle data for defining locationsof vehicle ways. The ability to identify locations of vehicle ways thatmay be portions of a roadway system, parking areas, and non-trafficdesignated areas using raw vehicle data. Implementing machine learningtechniques using raw vehicle data to define the location of vehicleways. The ability to define locations of vehicle ways of a particulartype. Provides alternative techniques compared to prior art for locatingvehicle ways. Such as, image and video capture and processing, GISmeasurement techniques, gathering position data from targeted GPSdevices, and gathering data uploaded data by the public. Ability todefine locations of vehicle ways without obtaining location data from3^(rd) party, performing complex imagine processing or extractingvehicle way location data from a 3^(rd) party website. The ability toidentify portions of vehicle ways. The ability to modify resolution ofboundary location by selecting a subzone size. The ability to define alocation of a vehicle way from raw vehicle data and a vehicle way pointof reference. Once locations of vehicle ways are determined, the abilityto obtain traffic data and/or traffic metrics related to the vehicleway.

Nomenclature

Vehicle: a transportation asset, some examples include: a car, truck,recreational vehicle, heavy equipment, tractor, and snowmobile.

Vehicle way: an area frequently used by vehicles, i.e., an area on theEarth's surface repeatedly employed by vehicles. A vehicle way mayinclude an area employed by vehicles for movement and/or parking.

Location: a unique geographic location of an object on the Earth'ssurface.

Point location/Location of a point: defines a unique two-dimensionallocation of a point on the Earth's surface, for example, geographiccoordinate pair, latitude/longitude.

Area location/Location of an area: a unique two-dimensional space on theEarth's surface.

Known area: an area of which the location thereof is defined.

Monitoring device: a device onboard a vehicle for detectingenvironmental operating conditions associated with a vehicle andtransmitting raw vehicle data indicative thereof.

Raw vehicle data: data including vehicle operation informationindicative of vehicle operating conditions and the date and time vehicleoperating conditions were logged. Raw vehicle data may includeinformation for identifying an onboard monitoring device and/or avehicle the monitoring device is aboard.

Historical vehicle data: raw vehicle data collected over a period oftime.

Vehicle data: raw vehicle data and data interpolated therefrom or rawvehicle data.

Zone: an area encompassing an associated vehicle way.

Subzone: portion of a zone.

Classifier: a classification model defined by using a machine learningtechnique for classifying an object. In context of this application, aclassifier classifies a subzone (e.g., a known area) as a vehicle wayclass or not-vehicle way class.

Feature: data indicative of variables/attributes, or measurements ofproperties of a phenomenon being observed and/or data derived therefrom.In context of this application, a feature is a numerical representationof a subzone.

What is claimed is:
 1. A traffic analytics system comprising aprocessing resource, a first datastore and a network interfaceconfigured to communicatively couple to a communication network, thetraffic analytics system configured to: define a plurality of zonescorresponding to a plurality of sample vehicle ways, each of theplurality of zones comprising a plurality of first contiguous subzones,the plurality of first contiguous subzones for each of the plurality ofzones forming a plurality of second contiguous subzones; select vehicledata indicative of vehicle operating conditions of a plurality ofcorresponding vehicles; generate a plurality of features for each of theplurality of second contiguous subzones based on the vehicle data;generate training data for each of the plurality of second contiguoussubzones comprising the plurality of features; and define a classifierusing at least one machine learning technique with the training data,the classifier configured to classify a subzone as one of a portion of avehicle way and not a portion of a vehicle way, wherein the trafficanalytics system is configured to define the classifier by: inputtingtraining data into a machine learning algorithm, generating theclassifier using the machine learning algorithm, evaluating aperformance of the classifier, modifying at least one of the trainingdata and a parameter of the machine learning algorithm, and continuingto: input training data into the machine learning algorithm, generatethe classifier using the machine learning algorithm, evaluate aperformance of the classifier, and modify at least one of the trainingdata and the parameter of the machine learning algorithm, until at leastone performance criterion is met.
 2. The traffic analytics system ofclaim 1 wherein the vehicle data includes a subset of raw vehicle dataor the subset of raw vehicle data and data interpolated therefrom. 3.The traffic analytics system of claim 2 configured to receive from aremote second datastore the subset of raw vehicle data, the seconddatastore communicatively coupled to the communication network.
 4. Thetraffic analytics system of claim 2 configured to communicate with afirst data management system communicatively coupled to thecommunication network to receive the subset of raw vehicle datatherefrom.
 5. The traffic analytics system of claim 4 wherein the firstdata management system is a managed cloud data warehouse configured toperform analytics on data stored therein.
 6. The traffic analyticssystem of claim 2 comprising a second data management system having thesubset of raw vehicle data stored therein.
 7. The traffic analyticssystem of 6 wherein the second data management system is a managed clouddata warehouse configured to perform analytics on data stored therein.8. The traffic analytics system of claim 2 configured to store thesubset of raw vehicle data in the first datastore.
 9. The trafficanalytics system of claim 2 wherein the subzone comprises a subzone of atype of vehicle way indicative of one of the types of vehicle ways ofthe plurality of sample vehicle ways.
 10. The traffic analytics systemof claim 2 wherein each zone of the plurality of zones defines an areaencompassing a corresponding sample vehicle way.
 11. The trafficanalytics system of claim 2 wherein the traffic analytics systemconfigured to define the plurality of zones, for at least one zone,comprises the traffic analytics system configured to: obtain geographiccoordinate data indicative of a location of a reference point proximatethe corresponding sample vehicle way; define a reference area relativeto the location of the reference point that encompasses thecorresponding sample vehicle way; and partition the reference area intothe plurality of first contiguous subzones.
 12. The traffic analyticssystem of claim 11 wherein all portions of the reference area arepartitioned into the plurality of first contiguous subzones.
 13. Thetraffic analytics system of claim 11 wherein, for each of the pluralityof zones, the reference area is defined at a same relative location tothe reference point proximate the corresponding vehicle way.
 14. Thetraffic analytics system of claim 13 wherein the reference area isdefined at a predetermined distance radially from the reference point.15. The traffic analytics system of claim 2 wherein each contiguoussubzone of the plurality of second contiguous subzones is defined bylatitude and longitude pairs.
 16. The traffic analytics system of claim11 wherein the traffic analytics system configured to partition thereference area into the plurality of first contiguous subzones comprisesthe traffic analytics system configured to subdivide the reference areainto a grid of latitude and longitude lines.
 17. The traffic analyticssystem of claim 11 wherein the traffic analytics system configured topartition the reference area into the plurality of first contiguoussubzones comprises the traffic analytics system configured to subdividethe reference area into the plurality of first contiguous subzonesaccording to a hierarchical geospatial indexing system.
 18. The trafficanalytics system of claim 17 wherein the traffic analytics systemconfigured to subdivide the reference area into the plurality of firstcontiguous subzones according to the hierarchical geospatial indexingsystem comprises the traffic analytics system configured to subdividethe reference area into first contiguous subzones according to a Geohashindexing system.
 19. The traffic analytics system of claim 18 whereinthe traffic analytics system configured to subdivide the reference areainto the plurality of first contiguous subzones according to the Geohashindexing system comprises the traffic analytics system configured tosubdivide the reference area into the plurality of first contiguoussubzones according to the Geohash indexing system having a predeterminedGeohash precision.
 20. The traffic analytics system of claim 17 whereinthe traffic analytics system configured to subdivide the reference areainto the first contiguous subzones according to the hierarchicalgeospatial indexing system comprises the traffic analytics systemconfigured to subdivide the reference area into first contiguoussubzones according to an H3 (Hexagonal Hierarchical Spatial Index)hierarchical geospatial indexing system.
 21. The traffic analyticssystem of claim 11 wherein the traffic analytics system configured topartition the reference area into the plurality of first contiguoussubzones comprises the traffic analytics system configured to define areference point subzone encompassing the reference point and build agrid of contiguous subzones therefrom until all portions of thereference area are partitioned by the grid of the plurality of firstcontiguous subzones.
 22. The traffic analytics system of claim 2 whereinthe traffic analytics system configured to generate the plurality offeatures based on vehicle data indicative of vehicle operatingconditions for the plurality of corresponding vehicles comprises thetraffic analytics system configured to generate the plurality offeatures based on vehicle data indicative of at least one of position,speed, and ignition state of a vehicle, wherein the ignition stateindicates a state of one of ON or OFF.
 23. The traffic analytics systemof claim 2 wherein the traffic analytics system configured to generatethe plurality of features based on the vehicle data comprises thetraffic analytics system configured to generate the plurality offeatures based on date and time data indicative of a date and time thatthe vehicle operating conditions are logged.
 24. The traffic analyticssystem of claim 2 wherein the vehicle data comprises raw vehicle datacorresponding to a location within the plurality of zones.
 25. Thetraffic analytics system of claim 2 wherein the vehicle data comprisesraw vehicle data corresponding to a position within at least one trafficzone encompassing at least one zone of the plurality of zones.
 26. Thetraffic analytics system of claim 25 wherein the at least one trafficzone encompasses each zone of the plurality of zones.
 27. The trafficanalytics system of claim 2 wherein data interpolated from the subset ofraw vehicle data is dependent on the dimensions of each of the pluralityof second contiguous subzones.
 28. The traffic analytics system of claim27 configured for filtering data indicative at least one of an outlieror duplicate value from the vehicle data.
 29. The traffic analyticssystem of claim 2 wherein the traffic analytics system configured togenerate the plurality of features for each of the plurality of secondcontiguous subzones, for at least one second contiguous subzone,comprises the traffic analytics system configured to generatesubzone-related features from a first subset of vehicle datacorresponding to a location within the at least one second contiguoussubzone.
 30. The traffic analytics system of claim 29 wherein thetraffic analytics system configured to generate subzone-related featuresfrom the first subset of vehicle data corresponding to the locationwithin the at least one second contiguous subzone comprises the trafficanalytics system configured to generate subzone related featuresselected from the group of: minimum vehicle speed, maximum vehiclespeed, average vehicle speed, median vehicle speed, standard deviationof vehicle speed, minimum ignition, maximum ignition, total number ofignitions on, total number of ignitions off, average number ofignitions, ignition ratio, minimum number of vehicle visits/day, maximumnumber of vehicle visits/day, average number of vehicle visits/day,median number of vehicle visits/day, standard deviation of number ofvehicle visits/day, minimum unique number of vehicle visits/day, maximumunique number of vehicle visits/day, median unique number of vehiclevisits/day, standard deviation of unique number of vehicle visits/day,average unique number of vehicle visits/day, total number of vehiclevisits, total number of unique vehicle visits, and average number ofvisits/vehicle.
 31. The traffic analytics system of claim 29 wherein thetraffic analytics system configured to generate the plurality offeatures for each of the plurality of second contiguous subzones, for atleast one second contiguous subzone, comprises the traffic analyticssystem configured to generate subzone-related features based on thefirst subset of vehicle data and a second subset of vehicle dataincluding vehicle data for a same vehicle temporally subsequent thereto.32. The traffic analytics system of claim 31 wherein the trafficanalytics system configured to generate the subzone-related features foreach of the plurality of second contiguous subzones, for at least onesecond contiguous subzone, comprises the traffic analytics systemconfigured to generate subzone related features selected from the groupof: average time to park, minimum time to park, maximum time to park,median time to park, and standard deviation of time to park.
 33. Thetraffic analytics system of claim 31 wherein the traffic analyticssystem configured to generate the plurality of features for each of theplurality of second contiguous subzones, for at least one secondcontiguous subzone, comprises the traffic analytics system configured togenerate subzone-related features based on the first subset of vehicledata and a second subset of vehicle data further including vehicle datafor the same vehicle temporally preceding and subsequent thereto. 34.The traffic analytics system of claim 33 wherein the traffic analyticssystem configured to generate the subzone-related features for each ofthe plurality of second contiguous subzones, for at least one secondcontiguous subzone, comprises the traffic analytics system configured togenerate subzone related features selected from the group of: averagedwell time, minimum dwell time, maximum dwell time, median dwell time,and standard deviation of dwell time.
 35. The traffic analytics systemof claim 29 wherein the traffic analytics system configured to generatethe plurality of features for each of the plurality of second contiguoussubzones, for at least one second contiguous subzone, comprises thetraffic analytics system configured to generate zone-related featuresbased on a third subset of vehicle data corresponding to a positionwithin a corresponding zone or from a portion of the subzone-relatedfeatures.
 36. The traffic analytics system of claim 35 wherein thetraffic analytics system configured to generate the zone-relatedfeatures comprises the traffic analytics system configured to generatethe zone-related features selected from the group of: zone minimumignition off, zone maximum ignition off, zone average vehicle speed,zone maximum vehicle speed, zone minimum vehicle speed, zone averagenumber of unique visits/day, zone minimum number of unique visits/day,zone maximum number of unique visits/day, zone average median number ofunique visits/day, and zone total average number of unique visits/day.37. The traffic analytics system of claim 35 wherein the trafficanalytics system configured to generate the zone-related features arecomprises the traffic analytics system configured to generate thetraffic analytics system configured to generate the zone-relatedfeatures based on the portion of the subzone-related features andselected from the group of: zone average time to park, zone maximum timeto park, zone minimum time to park, zone maximum dwell time, zoneminimum dwell time, zone median dwell time, zone average dwell time,zone minimum number of unique visits, zone average number of uniquevisits, zone maximum number of unique visits, zone average total numberof visits, zone maximum total number of visits, and zone minimum totalnumber of visits.
 38. The traffic analytics system of claim 35 whereinthe traffic analytics system configured to generate the zone-relatedfeatures comprises the traffic analytics system configured to generatethe zone-related features are generated based on the third subset ofvehicle data instances corresponding to a position within thecorresponding zone and selected from the group of: zone total number ofvisits and zone total number of unique visits.
 39. The traffic analyticssystem of claim 35 wherein the traffic analytics system configured togenerate the plurality of features comprises the traffic analyticssystem configured to generate subzone-zone-related features from arelationship of a portion of the plurality of subzone-related featuresto a portion of the zone-related features of a corresponding zone. 40.The traffic analytics system of claim 39 wherein the traffic analyticssystem configured to generate the subzone-zone-related featurescomprises the traffic analytics system configured to generate thesubzone-zone-related features selected from the group of: minimumvehicle speed ratio, average vehicle speed ratio, maximum vehicle speedratio, minimum ignition off ratio, maximum ignition off ratio, maximumdwell time ratio, minimum dwell time ratio, average median dwell timeratio, average dwell time ratio, minimum time to park ratio, averagetime to park ratio, maximum time to park ratio, minimum number of uniquevehicle visits ratio, maximum number of unique vehicle visits ratio,average number of unique vehicle visits ratio, total number of vehicleunique visits ratio, minimum unique number of vehicle visits/day ratio,maximum unique number of vehicle visits/day ratio, average unique numberof vehicle visits/day ratio, total unique number of vehicle visits/dayratio, average median unique number of vehicle visits/day ratio, minimumtotal number of vehicle visits ratio, maximum total number of vehiclevisits ratio, average total number of vehicle visits ratio, and totalnumber of vehicle visits ratio.
 41. The traffic analytics system ofclaim 2 further configured to, for each first contiguous subzone of theplurality of first contiguous subzones of the plurality of zones, obtainspatial relationship data for each thereof to a corresponding zone andgenerate at least one feature from the spatial relationship data. 42.The traffic analytics system of claim 2 further configured to, for eachfirst contiguous subzone of the plurality of first contiguous subzonesof each of the plurality of zones, obtain spatial relationship data foreach thereof to the plurality of first contiguous subzones and generateat least one feature from the spatial relationship data.
 43. The trafficanalytics system of claim 42 wherein the spatial relationship data isindicative of the distance between the first contiguous subzone and acentre point of a corresponding zone.
 44. The traffic analytics systemof claim 43 wherein the spatial relationship data is indicative of thedistance between a centre point of the first contiguous subzone and thecentre point of the corresponding zone.
 45. The traffic analytics systemof claim 44 wherein the spatial relationship data is indicative of thenumber of adjacent first contiguous subzones of the plurality of firstcontiguous subzones to the first contiguous subzone.
 46. The trafficanalytics system of claim 45 wherein the number of adjacent firstcontiguous subzones of the plurality of first contiguous subzones to thefirst contiguous subzone is the number of neighbours of a Geohash. 47.The traffic analytics system of claim 2 wherein each training data forat least one second contiguous subzone of the plurality of secondcontiguous subzones comprises an indication that the at least one secondcontiguous subzone is one of a vehicle way class or a not-vehicle wayclass.
 48. The traffic analytics system of claim 2 further configuredto, for two or more zones of the plurality of zones having one or morecommon first contiguous subzones, associate the one or more common firstcontiguous subzones with a unique zone of the two or more zones.
 49. Thetraffic analytics system of claim 48 wherein the traffic analyticssystem configured to associate each of the one or more common firstcontiguous subzones with a unique zone comprises the traffic analyticssystem configured to calculate the distance between each firstcontiguous subzone of the one or more common first contiguous subzonesand a location of a centre point of the two or more zones and assign theone or more common first contiguous subzones to the zone of which thedistance is shortest.
 50. The traffic analytics system of claim 13wherein the same relative location to the reference point is defined byclassifier data associated with the classifier.
 51. The trafficanalytics system of claim 50 wherein first contiguous subzone dimensionsare defined by the classifier data associated with the classifier. 52.The traffic analytics system of claim 18 wherein Geohash precision isdefined by classifier data associated with the classifier.
 53. Thetraffic analytics system of claim 42 wherein the spatial relationshipdata is indicative of the number of adjacent first contiguous subzonesto a subzone having vehicle data corresponding to a location therein.54. The traffic analytics system of claim 42 wherein the spatialrelationship data is indicative of the number of neighbours of a Geohashhaving vehicle data corresponding to a location therein.